WMU Sasakawa Fellows’ Network Meeting in the Asian Region

WMU Sasakawa Fellows’ Network Meetingin the Asian Region

February, 2007

February 13-17, 2007
The Imperial Queen’s Park Hotel
Bangkok, Thailand

Hosted and Organized by “Friends of WMU, Japan” Secretariat
in Cooperation with The Nippon Foundation and Thai Sasakawa Fellows

Ocean Policy Research Foudation
Kaiyo Senpaku Bldg., 1-15-16, Toranomon, Minato-ku, Tokyo 105-0001 JAPANTEL: +81-3-3502-1876
FAX: +81-3-3502-2033
E-mail: wmujapan@sof.or.jp
URL: http://www.wmu.sof.or.jp/
Chairman Masahiro AKIY
AMA
President Y
oshio KON
Editing Members “Friends of WMU, Japan”, Secretariat(Eisuke KUDO, Eiji SAKAI, Shin ICHIKA

WA, Emi SENUMA)

Copyright © Ocean Policy Research Foundation 2008
All rights reserved. No part of this publication may be used or reproduced by any means without
the prior permission of the publisher.

ISBN 978-4-88404-200-4

Photo by Seitetsu SEKIWMU Sasakawa Fellows’ Network Meetingin the Asian Region

February 13-17, 2007
The Imperial Queen’s Park Hotel
Bangkok, Thailand

Hosted and Organized by “Friends of WMU, Japan” Secretariat
in Cooperation with The Nippon Foundation and Thai Sasakawa Fellows

WMU SASAKAWA FELLOWS’ NETWORK MEETING
IN THE ASIAN REGIONRESOLUTION

We, the participants of the WMU Sasakawa Fellows’ Network Meeting in the Asian Region
held in Bangkok, Thailand from 13 to 17 February 2007:
RECOGNIZING the need to further pursue the creation of the WMU Sasakawa Fellows’
Network in the Asian Region for the purpose of establishing and maintaining a constant linkamong country networks and Fellows for mutual cooperation and the exchange of
information; andCONSIDERING the availability of resources and the maximum utilization of current
information and communication technologies and tools;
Do hereby ADOPT an ACTION PLAN to fulfill the objectives of the WMU Sasakawa
Fellows’ Network and its future expansion, as follows:* Enhancement of the Friends of WMU, Japan website to provide a more effectivemeans of communication among fellows and for the promotion of the Sasakawa
Network to the maritime sector;* Regular updating of the Fellows’ List to ensure maximum utilization and benefits;* Improvement of the Newsletter of the Friends of WMU, Japan for wider distribution
as a tool for promotion of the Sasakawa Fellows’ Network.
* Continuous efforts towards professional growth through the exchange of information
related to the maritime policies or affairs of each country; and* Expansion of the Sasakawa Fellows’ Network through the sustained future activitiesof each country network as well as regional cooperation;

and RESOLVE to cooperate actively in the implementation of this Action Plan within the
Asian Region.

1

Mr. Sasakawa, chairman of The Nippon Foundation, showed up to encourage the participants during the meeting.

Meeting joined by Mr. Sasakawa

Prior discussion for the network workshop

Presentation by Dr. Chula Sukmanop

A Conference scene3

Greetings from Mr. Prakorb
Prachonpachanuk, Deputy Managing
Director of Laem Chanbang Port

Field study tour to Laem Chabang Port

Presentation by Ms. Siriporn
Chonwanit, Chief of Foreign Affairs
Unit of Laem Chanbang Port

Tower in Laem Chabang Port

Scenery from the top of tower

4

At the top of tower in Laem Chabang Port

Scenery from the restaurant

Lunch at Pakarang Restaurant near the beach in Laem Chabang

Kerry Siam Seaport

Young Couple on the bus

Street market in Bangkok

5

Welcome Reception

Reunion of Sasakawa Fellows

The united ladies

Singing the WMU school songThai Sasakawa Fellows who worked hard for holding the meeting6

Contents

Contents
Time Schedule

11

Opening Session

13

I.

Opening Remarks

15(Eisuke Kudo, Executive Director, OPRF)
II. Welcome Speech

17(Supakorn Pattarawichean, Thailand 2001)
III. Activities of Friends of WMU, Japan

18(Eisuke Kudo, Executive Director, OPRF)
IV. Latest News from World Maritime University

27(Susan Jackson, Associate Registrar, WMU)
Recent Sasakawa Fellows’ Activities in Asian Countries (Session 1)
I.

Discussion Report on Recent Sasakawa Fellows’ Activities in Asian Countries (Session1)

II. Reports on Fellows’ Activities in Each Country
Expansion of WMU Sasakawa Fellows’ Network (Session 2, 3, 4, 5)
I.

Discussion Report on Mutual Communication via the Internet (Session 2)

33
35
37
47
49

II. Discussion Report on How to Update and Administrate the Sasakawa Fellows’ List and the Use of the
Directory (Session 3)

51

III. Discussion Report on the Friends of WMU, Japan, Newsletter (Session 4)

53

IV. Discussion Report on the Expansion of WMU Sasakawa Fellows’ Network (Session 5)

55

Exchange of Information on Maritime Affairs (Session 6)
I.

Discussion Report on Exchange of Information on Maritime Affairs (Session 6)

II. Sources of the Discussion Report

57
59
62

7

Contents

1. Maritime Affairs in Cambodia

62(Mak Sideth, Cambodia 1998 and Pak Sokharavuth, Cambodia 1999)
2. Current Information of Maritime Affairs in China

66(Xu Dazhen, China 1998)
3. The Pilotage System in China

69(Li Yuheng, China 2003)
4. Maritime Education and Training Profile in Indonesia

73(Fadjar Santoso, Indonesia 1990 and Antoni Arif Priadi, Indonesia 2006)
5. On-Bord Training in Japanese Maritime Education and Training (MET) System

79(Naoki Saito, Japan 2004)
6. Issues Pertaining to the Straits of Malacca

82(Krishnan Balakrishnan, Malaysia 1990)
7. Maritime Affairs in Malaysia

87(Mohd Fairoz Bin Rozali, Malaysia 2006)
8. Overview of Maritime Affairs in Myanmar

92(Kyaw Zeya, Myanmar 1996 and Wai Lynn Htut, Myanmar 2004)
9. Recent Developments in the Philippine Maritime Industry

98(Sonia B. Malaluan, Philippines 1998)
10. Philippine Coast Guard Communications System Capability Enhancement on Maritime Safety andSecurity102(Jerry A. Nibre, Philippines 2003)
11. Improvement of the National Maritime Administration and Improvement of the National Maritime
Legislation and Implementing International Convention in Vietnam to Meet Requirements ofIntegration into the World Economy Process

108(Vu The Quang, Vietnam 2000)
Closing Session
I.

Closing Remarks(Eisuke Kudo, Executive Director, OPRF)

8

117
119

Contents

AppendixI.

Special Lecture – Transport Logistics Trend in 2007

121
123

(Chula Sukmanop, Director, Ministry of Transport, Thailand)
II. Report on the Field Study Tour (Leam Chabang Port & Kerry Siam Seaport Limited)127(Chollaros Surangsi, Thailand 2005)
III. Words of Encouragement from Mr. Yohei Sasakawa, Chairman of The Nippon Foundation

130

IV. Participants List of “WMU Sasakawa Fellows’ Network Meeting in the Asian Region”

132

V.

Chart of Maritime Authorities in Each Country

139

Japan (1/2) (An Outline of Japanese Maritime Administration)

140

Japan (2/2) (National Institute for Sea Training)

142

Malaysia (Ministry of Transport)

144

Philippines (1/2) (An Outline of Philippine Maritime Administration)

146

Philippines (2/2) (MARINA and Philippine Coast Guard)

148

Thailand (Ministry of Transport)

150

Vietnam (Ministry of Transport)

152

Myanmar (Ministry of Transport)

154

9Time Schedule
February 14, 2007 / Wednesday
1. Field Study Tour (8-hour roundtrip bus tour)- Laem Chabang Port
- Kerry Siam Seaport Limited

2. Prior Discussion for the Network Meeting

February 15, 2007 / Thursday
1. Opening Session- Opening Remarks by Mr. Eisuke Kudo
- Welcome Speech by Mr. Supakorn Pattarawichean- Activities of Friends of WMU, Japan by Mr. Eisuke Kudo
- Latest News from WMU by Ms. Susan Jackson

2. Network Workshop(Presentations and discussions about the session’s topics from each country)- Settlement of Session Groups and Chair Members- Recent Sasakawa Fellows’ Activities in Asian Countries (Session 1)- Mutual Communication via the Internet (Session 2)- How to Update and Administrate the Sasakawa Fellow’s List and the Use of the Directory(Session 3)- Friends of WMU, Japan Newsletter (Session 4)

3. Special Remarks by Mr. Yohei Sasakawa

February 16, 2007 / Friday
1. Special Lecture - Transport Logistics Trend in 2007
by Dr. Chula Sukmanop, Ministry of Transport, Thailand

2. Network Workshop(Presentations and discussions about the session’s topics from each country)- Exchange of Information on Maritime Affairs (Session 6)- Expansion of WMU Sasakawa Fellows’ Network (Session 5)

3. Farewell Reception

February 17, 2007 / Saturday
1. Preparation for the Discussion Report- Writing up the report presented and discussed in each session

2. Closing Session- Closing Remarks by Mr. Eisuke Kudo

11

Opening Session
I.

Opening Remarks
Eisuke Kudo, Executive Director, Ocean Policy Research Foundation

II.

Welcome Specch
Supakorn Pattarawichean, Thailand 2001

III. Activities of “Friends of WMU, Japan”
Eisuke Kudo, Executive Director, Ocean Policy Research Foundation

IV. Latest News from World Maritime University
Susan Jackson, Associate Registrar, World Maritime University

13Opening Session

Opening Remarks
Eisuke Kudo,
Executive Director, Ocean Policy Research Foundation

Ladies and gentlemen, dear Sasakawa Fellows, it is a great pleasure for me to share with you the joy ofholding this network meeting today. First, I would like to express my warmest gratitude to Mr. Supakorn
and the other Thai fellows, without whose cooperation the meeting this time would not have beenrealized.
Dear Sasakawa Fellows, please accept my sincere appreciation for taking time out of your busy
schedule to visit Bangkok. In this connection, my gratitude also goes to the organizations to which you
belong for allowing you to join this meeting.
It is an added pleasure for us to have Ms. Susan Jackson with us this time. Susan, thank you forcoming.
Now that you have been well informed of the goal of this meeting, and that I will give a
presentation soon after this, I will make my opening remarks as brief as possible.
In October 2006 we sent to you a questionnaire requesting your opinions on a network meeting.
Accordingly, we selected participants from those who responded to our requests in a positive manner. To
achieve a well-balanced selection, we took into account areas, years of graduation, places of employment
and gender.
Since the WMU Sasakawa Fellowship Program started some twenty years ago, Mr. Yohei
Sasakawa has continually said that “aftercare,” or follow-up activity for Sasakawa Fellows, is very
important. This constitutes an essential part of the fellowship program. He hopes the Sasakawa Fellows
who came to share common values through studying together at WMU will stay in contact with eachother after graduation, in the spirit of fraternity and as members of the international maritime community.
In 2001 the number of graduates exceeded 150, and the “WMU Sasakawa Fellows Forum” washeld in Tokyo. The participants in that forum agreed to commit to network development under their own
initiatives.
It may happen that the Sasakawa Fellows who graduated from WMU in recent years are not wellinformed about the agreement, but we hope that all Sasakawa Fellows who have received the Certificate
of Membership in Friends of WMU, Japan will carry on the admirable communal spirit of the agreement.

15

Opening Session

Our network activities are intended not only to maintain good relations between your countries andJapan but also to create a kind of horizontal relationship or horizontal network in which, for example, thePhilippine fellows and Chinese fellows interact with each other, or Vietnamese fellows and Indonesian
fellows exchange maritime information. Mr. Sasakawa and the secretariat would like to support suchnetwork activities in order to strengthen the friendship and cooperation among Sasakawa Fellows.
Furthermore, Sasakawa Fellows Network activities, we believe, should be open to non-Sasakawa
WMU graduates in the long run, as well as to local maritime communities in the member countries.
The ultimate goal of the Sasakawa Fellows’ Network activities should be to make the current
network function better as a means to keep close contact with each other without support from theSecretariat. To that end, we, the Secretariat, will provide effective support by making the best use of ourlimited budget.
In closing, I hope you will bring back that same cozy atmosphere you enjoyed during the time at
Malmö, and that you’ll feel free to voice your opinions about measures to further develop our network.

16

Opening Session

Welcome Speech
Supakorn Pattarawichean(Thailand 2001)

Distinguished Delegates from the Ocean Policy Research Foundation,
Delegate from World Maritime University,
WMU Sasakawa Fellows in the Asian Region,
Participants,
Ladies and Gentlemen:
On behalf of the Thai Sasakawa Fellows, I would like to welcome you all to Bangkok and thisWMU Sasakawa Fellows’ Network Meeting in the Asian Region. It is my pleasure and honor to presideover this opening ceremony and give the opening remarks here today. This seminar is the collaboration
between OPRF and WMU Sasakawa Fellows in the Asian Region. Therefore, I will take this opportunity
to express my sincere gratitude to OPRF and participants from WMU Sasakawa Fellows in the AsianRegion to attend this seminar in Bangkok.
In this seminar we hope to have a fruitful discussion that will generate the practical guidelines to beestablished, and to implement this value chain for the WMU Sasakawa Fellows’ Network throughout the
Asian Region, which is in reality under the patronage of OPRF. Furthermore, we will have a great session
for the exchange of knowledge and experiential information relevant to maritime activities among Asian
countries and Japan.
Meanwhile, this is a fantastic opportunity for us to reunite and create a solid, exponential
collaboration between WMU Sasakawa Fellows in the Asian Region and OPRF. We hope this initiative
meeting will give rise to future cooperation in the information and knowledge-based transfer relevant tomaritime affairs, as well as more efficient means of connecting with each other.
Ultimately, I am confident that this seminar will be successful and effective in launching the WMU
Sasakawa Fellows’ Network not only in ASEAN countries but also in other parts of the world by meansof OPRF, which will serve as the center point, and that the WMU Sasakawa Fellows countries will forge
the links needed to contact each other independently. Moreover, this forum will serve as an opportunity toshare the experience from distinguished participants in a variety of fields for this extraordinary meeting.
Thank you very much for your attention.

17

Opening Session

Activities of “Friends of WMU, Japan”
Eisuke Kudo,
Executive Director, Ocean Policy Research Foundation

I would like to introduce to you the activities made by the secretariat of Friends of WMU, Japan over thelast five years.

1. The Nippon Foundation and Ocean Policy Research Foundation
1.1 NF and OPRFFirst, let me explain to you again therelationship between The Nippon
Foundation and OPRF or SOF, although I
am sure most of you know it well. In
Japan, private gambling is banned except
for state-controlled gambling.
Horse racing, motorboat racing andbike racing are legalized as publicgambling under the condition that part ofthe profit should be used for public welfare
purposes. A portion of the profits frommotorboat racing is entrusted to The
Nippon Foundation. The profit isdistributed by The Nippon Foundation to many organizations engaged in non-profit activities related tomaritime affairs.
1.2 Activities of OPRF
OPRF also receives financial support from The Nippon Foundation and engages in research anddevelopment activities to support shipbuilding and other maritime industries, support maritime
technology development and promote human exchanges in the area of maritime affairs. Let me introduce
some examples of our recent activities:(1) Research projects related to ocean issues and maritime affairsa) Research on the Northern Sea Route (Figure)We have for the past 15 years been researching the viability of the Northern Sea Route. When you
travel by ship from Asia to Europe, if you go through the Northern Sea Route the distance you mustcover will be reduced to half the distance covered by the Suez Canal Route.

18Opening Sessionb) Ocean Policy Researches
With the motto of coexistence of humans withoceans, we started working as a think-tank. As oneof the fruits, we submitted to the IMO a research
report on the issue of gas emissions from ships.
(2) Gathering and dispatching of maritime information
We are holding many seminars, symposia and lecture
meetings on ocean-related issues and maritime affairs,
and in addition we publish books and reports.
(3) Invitation of foreign experts
Furthermore, with interest from funds donated by The Nippon Foundation, we assume the sponsorshipof expert meetings between Japanese and foreign maritime experts. Recently, we have had various
opportunities to meet WMU graduates invited to such gatherings.
(4) R&D granted by OPRF
We, OPRF, conduct research on ship
and ocean-related technology byourselves. On the other hand, we
subsidize technology development toa number of companies as well.
(5) Human resources development
Today, WMU Sasakawa Fellowship
Program is part of our foundation’s
efforts of human resources development. Each year OPRF receives
special funding from The Nippon
Foundation, and we serve as ascholarship donor.
Please be aware that The Nippon Foundation has to date created a unique, non-governmental
scheme dependent on profits from motorboat racing, and has made great contributions to the international
maritime community through the use of that scheme.

2. History of WMU Sasakawa Fellowship
2.1 Early history
The late Mr. Ryoichi Sasakawa, founder of The Nippon Foundation and august father of Mr. Yohei
Sasakawa, called human resource development the foundation of nation building. In accordance with his
idea, The Nippon Foundation provides support to promising youths so that they can improve their own

19Opening Session

capabilities. The Young Leader Fellowship
Fund is an example of that effort. Pleaselook at the program brochure later. As you
know, WMU was established in 1983
following a proposal by Dr. Srivastava, who
was then the secretary general of the IMO.
In those days I served as a diplomat at theJapanese Embassy in London. One day I
was invited by Dr. Srivastava to his office.
He asked for my opinions about financial
support from Japan and the invitation of thelate Dr. Nomoto to WMU. As for financial
support, the late Mr. Ryoichi Sasakawa decided to meet IMO SG’s request for assistance. The Nippon
Foundation began its scholarship support for the WMU in 1987. First, The Nippon Foundation entrusted
WMU with the sum of one million dollars. Accordingly, the WMU would give scholarships to seven toten students every year by taking necessary sum of money out of the donation.
2.2 Request for continuation of assistance
Until 1993, the money donated by The Nippon Foundation had been reduced. At that time I was in chargeof IMO matters at the Ministry of Transport, since I had returned to Japan. I received a request from theIMO SG Mr. O’Neil for the continued support of The Nippon Foundation. I met Mr. Yohei Sasakawa andinformed him of the activities of WMU graduates in their own countries. At the same time I drewattention to the fact that the donated money would be used up and there would be no Japanese-funded
students at WMU in one to two years’ time. Mr. Yohei Sasakawa immediately promised the support
needed to provide scholarships to as many as ten newcomers each year. When I was about to leave, Mr.
Sasakawa added to say that if the Japanese maritime industrial circles also support WMU he will increase
the number of scholarship students to twenty.
From that time onward, Japanese
shipbuilders and maritime associations began toprovide scholarships to WMU students. They are
Nippon Kaiji Kyokai or Class NK; Namura
Shipbuilding Co., Ltd.; Oshima Shipbuilding
Co., Ltd.; the Japanese Shipowners’ Association;
the Shipbuilders’ Association of Japan, andNippon Kaiji Kentei Kyokai or NKKK.
Thanks to their cooperation, the number ofscholarship students has increased from ten to its
current level of twenty-five.
2.3 How was the title “Sasakawa Fellow” coined?
In the period 1993-1998 there were The Nippon Foundation-funded fellows and other scholarship

20

Opening Session

students supported by the Japanese shipyards and associations I have just mentioned. For example,
Namura shipyard-funded students called themselves “Namura Fellows”. In those days it wasn’t OPRF but
Sasakawa Peace Foundation, one of our group foundations, that served as secretariat of WMU Sasakawa
Fellowship Program. Therefore, The Nippon Foundation-funded scholarship students called themselves“Sasakawa Fellows” for identification purposes. This is the origin of “Sasakawa Fellows.” Friends of
WMU, Japan encompasses all Japanese-funded scholarship students as “Sasakawa Fellows,” including
the graduates, by the different Japanese donors I have mentioned here.

3. To Be a Sasakawa Fellow
3.1 Selection process
Next I will introduce to you the process of
selecting Sasakawa Fellows. In October andFebruary the Academic Registrar of WMU
sends us a list of Sasakawa Fellowship
candidates who have passed WMU’s
Academic Clearance. OPRF selects twentyfive scholarship recipients out of a total ofsome sixty candidates. The OPRF’s
Selection Committee members lookcarefully at personal information ofcandidates provided by WMU, and selects
scholarships. The biographical data andrecommendation document submitted by
the organization to which a candidate
belongs is therefore very important, because no other information is available to us.
3.2 Recommendation document
Please look at the recommendation document. Page one is the candidate’s biographical data. Pages twoand three are statements that thecandidate’s nominating authority should
write to describe the reasons they want tosend the candidate to WMU and the areasin which the candidate will work after
graduation. Please take a look at these two
examples of recommendation documents,“Candidate A” and “Candidate B.” If you
were a Selection Committee member, andknowing this is the only information you
could obtain, which documents would you
be tempted to select? I think this is obviousthat you would choose “candidate A,”

21

Opening Session

wouldn’t you? I fully understand the length of the sentence is not what I would really like to point out
here, but what’s written is what matters. However, I’d like you to advise your junior fellows to ask theirbosses to write the statements very carefully. You can find the necessary information on application
procedures at the websites of WMU and Friends of WMU, Japan.
3.3 Importance of communication
In the selection process, several candidates sometimes happen to be on par with each other in terms ofacademic performance, but scholarships cannot be given to all of them. In such a case the members of theSelection Committee are inclined to choose scholarship recipients from countries where graduate
Sasakawa Fellows consistently maintain contact with us. I, as a member of the Selection Committee,
often ask the other members to agree to vote in favor of a candidate whose countrymen Sasakawa Fellows
maintain contact with OPRF and send letters to Mr. Sasakawa.

4. Friends of WMU, Japan
Let’s move on to the main topic of my presentation, Friends of WMU, Japan.
4.1 History
First, I’ll tell you how Friends of WMU,
Japan was created. Since the start of theWMU Sasakawa Fellowship Program, Mr.
Yohei Sasakawa has consistently
emphasized the importance of follow-up
activities for graduate Sasakawa Fellows.
In 1994, Friends of WMU, Japan was
created in accordance with Mr. Sasakawa’s
idea that Sasakawa Fellows should
maintain the “universal perspective” theyacquired at WMU, and that they shouldhave as many opportunities as possible tocandidly discuss various topics. Friends of
WMU, Japan is basically an alumniorganization of graduate Sasakawa Fellows. However, supporters of the WMU Sasakawa Fellowship
Program are registered as members. Most of the supporters are from the Japanese maritime circles.
Additionally, host families in Malmö, ex-WMU professors and lecturers, non Japanese-funded WMUgraduates who want to obtain their membership are welcomed. Current students receiving Sasakawa
scholarships will become members after receiving membership certificates of Friends of WMU, Japan the
day before the WMU graduation ceremony is held, which occurs each October.
4.2 Extension of activity
In 2001 the number of graduate members reached 160, which is about half the number of the current
graduate members. Under the initiative of Mr. Sasakawa, the Tokyo Forum was held with the attendanceof graduate members and all then-current students. Among the participants in the Tokyo Forum, I see

22

Opening Session

many participants who are present here today as
well. The participants in the Forum unanimously
agreed that efforts should be made to expand
alumni networks in individual member countries.
Look at the text of the Declaration adopted at thattime, which you can find in your folder. On thatoccasion, the Secretariat of Friends of WMU, Japanwas moved to the office of OPRF and initiatedpreparations to provide better support to graduate
members. This is a brief history of Friends of
WMU, Japan and its background information.

5. Current Activities and Topics of Discussion
5.1 Creation of local networks
In each of your countries there may be many
WMU graduates. The total number of WMUgraduates so far is 2,300, isn’t it? The number of
Sasakawa Fellows is some 350, or 13 percent of
the total. In Asia this percentage may be muchhigher, at 45 to 50 percent. In some countries it
is necessary to obtain government permission tocreate a chapter. It may be possible to create achapter open to all WMU graduates. However,the creation of such an organization should beconsidered and undertaken by WMU itself.
Therefore, our mission should be confined todeveloping the Sasakawa Fellows’ Network.
5.2 National chapters
Currently, the Filipino Chapter is the only
national chapter having its own charter. I hearthat Indonesian Fellows in Surabaya andJapanese Fellows have also created their own
chapters. In Vietnam all WMU graduates,
including Sasakawa Fellows, have jointly
drafted the charter of their national chapter,but it has not yet been inaugurated. I hearalso that in Jakarta there is an alumniorganization of all Indonesian WMU
graduates. Reports have reached us from
Pakistani and African Sasakawa Fellows

23

Opening Session

saying they intend to create national chapters.
Taking into consideration the specificcircumstances surrounding Sasakawa Fellows
in individual countries, it is my belief that you
should not attempt too much in haste. You
should first set up a reliable system ofcontacts among your members. For thispurpose the directories and address books
should always be updated. So, I put the
updating of information on the agenda as oneof the main topics.
5.3 Overview of activities of Friends of WMU, Japan over the past five years
The activities of Friends of WMU, Japan since the Tokyo Forum in 2001 are listed in this document.
July
October

2002
2002

October

2002

November 2003

December 2003
July
2004
November 2004

January

24

2005

The home page was started.
The newsletter was initiated. So far
17 issues have been issued.
The Filipino Chapter was
established. Mr. Sasakawa attended
the founding ceremony.
An OPRF-sponsored “Expert
Meeting on Ship Safety inSoutheast Asia” was held in
Singapore. Two Sasakawa Fellows
were invited each from Indonesia,
Thailand, the Philippines andVietnam.
A “Workshop on Seafarers’ Training and Education” was held at VIMARU with theattendance of Vietnamese WMU graduates.
The Surabaya Sub-Chapter was established.
The Sasakawa Fellows Alumni Meeting was held at Shanghai Maritime University.
Some thirty Chinese Sasakawa
Fellows attended the meeting andgave presentations on maritime
issues. Mr. Sasakawa gave a lecture
to the Fellows and people from
Chinese maritime circles. He
received an honorary professorshipfrom the university.
The Japanese Chapter was
established.

Opening Session

June

2005

April

2006

October

2006

Mr. Sasakawa gave a lecture at IMO on sustainable maritime activities to the council
members of IMO at the request of the IMO secretariat. Sasakawa Fellows stationed
at the embassies of China and Indonesia, as well as Sasakawa Fellows working at
IMO, listened to the lecture.
Mr. Sasakawa was invited to the Fiftieth Anniversary Ceremony of VIMARU,
representing a foreign guest of honor out of many countries. Vietnamese Sasakawa
Fellows gathered to welcome him.
Mr. Sasakawa gave a lecture at the annual meeting of IAMU held at Dalian
University. Mr. Sasakawa is an honorary chair of IAMU. Seven Sasakawa Fellows
came from Dalian, Beijing, and Shanghai to welcome him.

As for the year 2007, Mr. Sasakawa has already visited Malmö in January as well as the Philippines
and Sri Lanka in January, and had a meeting with Sasakawa Fellows of those countries. Over the past five
years he has met with Sasakawa Fellows in Malaysia, Myanmar, Bangladesh, Tanzania, etc. As you
know, such meetings have been reported in the newsletter without fail. For your reference, the figure on
the right below shows the number of letters to Mr. Yohei Sasakawa and OPRF categorized by country,
and the figure on the left below is the number of contributions to the Friends of WMU, Japan newsletter
categorized by country.

25

Opening Session

5.4 Promotion of exchange among Sasakawa Fellows
These are major exchanges among Sasakawa Fellows in the past five years, spotlighting Mr. Sasakawa’s
visits abroad. The original aim of Sasakawa Fellows’ Network is to help promote voluntary exchanges
among Sasakawa Fellows. In recent years there have been increasing opportunities for Sasakawa Fellows
to meet each other at international conferences, in addition to the IMO meetings. Regarding international
conferences held in Asia, there are held many conferences such as the Tokyo MOU, NOWPAP, ASEAN,
PEMSEA, as well as expert meetings on piracy and maritime security. When Sasakawa Fellows
participate in international conferences held in Tokyo, we are always trying to meet them, receiving
information from them or other members of their countries. Today many WMU graduates participate inthese programs. If you access and check the Fellows’ pages on our website and get information of
Sasakawa Fellows in other member countries, you will look forward more than ever to participating ininternational conferences and meetings, because you’ll be sure to meet your friends there.

6. Closing
Over the past five years, the Friends of WMU, Japan secretariat has stayed focused on developing therelationship between Japan and Sasakawa Fellows from countries, as shown in the figure on the left
below. I suppose this tendency will last for a while, but my ideal Sasakawa network is as the figure shownon the right below. That is, each country/fellow ties and communicates with other countries/fellows
equally by themselves, and the “Friends of WMU, Japan” secretariat is here to support them whennecessary. I hope that in the future each fellow will communicate with others from various countries,
irrespective of national boundaries.

I hope that in each session you will freely and vigorously discuss ways to strengthen our alliances
through our activities.
Thank you for your attention.

26

Opening Session

Latest News from World Maritime University
Susan Jackson
Associate Registrar, World Maritime University

The World Maritime University: Continuing Success, Continuing Challenges
A university is organic: like any other living thing, it constantly changes, develops and takes on new ideas
and new appearances. Change ceases only when life ceases, but fortunately, universities are long-lived
creatures, with many leading institutions approaching their 1000th birthday.
WMU changes constantly in response to emerging trends and opportunities in the international
educational and industry environment in which it operates. However, the main characteristics, principles,
ambitions and priorities stay the same, and now, at the age of 23, the University is visibly flowering into
adulthood.
In many ways, 2006 was a banner year for the University. WMU’s academic output in terms ofstudent enrolment, research, consultancy work and academic publication reached its highest ever level, an
achievement that has taken place with the support of an extensive programme of quality assurance
covering all the University’s activities.
By any performance indicator, WMU must be judged to have had its best-ever year in 2006,
breaking many of its own records:¡ the highest-ever number of students enrolled: 409 on postgraduate programmes, in Malmö,
Shanghai, Dalian and by distance learning; 706 on Professional Development Courses (PDCs)
offered in Malmö and at client locations around the world¡ more students than ever before graduated, a total of 206¡ the portfolio of academic programmes was expanded by the addition of the new Master’s
programme in maritime law, taught in collaboration with Lund University, and the enrolment of thefirst students on the new PhD programme in Maritime Administration¡ WMU’s total annual income exceeded US$ 9 million, for the first time
However, despite these concrete achievements, WMU cannot rest on its laurels. The University isa part of a wider maritime and academic world that is constantly changing, posing new challenges andopportunities. For WMU to be able to face these challenges and exploit these opportunities, theUniversity must be capable of responding to them quickly and effectively.
The academic portfolio
WMU has continued to develop and expand its academic portfolio. The MSc curriculum in Maritime

27

Opening Session

Affairs taught in Malmö continues to be assessed and improved by the revision of certain subjects,
specializations and electives, alongside the addition of new options. The External Examiners (Professor
Robert McCalla of Canada and Professor Angela Glasner of the UK) continue to visit twice each year, toensure that the programme is comparable in quality to any other offered in high-quality universities
elsewhere.
The success of WMU’s global outreach MSc programmes has continued. The second classes haveenrolled on the two new Master of Science programmes taught in China: the MSc in International
Transport and Logistics (ITL) delivered in Shanghai, and the MSc in Maritime Safety and Environmental
Management (MSEM) delivered in Dalian. The programmes continue to be very successful. Student
satisfaction levels, indicated in their evaluation returns, are high. WMU External Examiner, Professor
McCalla, made his second visit to Shanghai in August 2006 to follow up his earlier assessment of the
programme and its conformity to the standards set in Malmö; again, his report was overwhelmingly
positive. WMU External Examiner, Professor Glasner, assessed the Dalian programme in MSEM in
April 2006. Again, the report was overwhelmingly positive, noting the quality of programme and its
conformity to the standards set in Malmö.
The new maritime law programme at Master’s level in collaboration with Lund University in
Sweden was launched in 2006. This programme is aimed at Swedish students, and the degree is awarded
by Lund University, but WMU expertise has been very important in its design and delivery.
The new PhD in Maritime Administration - which offers students the opportunity to focus on thetechnical, legal or management aspects of maritime administration - enrolled its first intake of five
students, with further enrolments expected in 2007. WMU is offering the first doctoral programme inmaritime administration, thus upgrading the academic profile of the field.
The joint PhD programme in International Maritime and Commercial Law with the University ofWales Swansea in the United Kingdom continued successfully. Planning started in 2006 for theestablishment of a new joint doctoral programme with Kobe University in Japan. WMU also provided
advice to the authorities in India on the creation of the Indian Maritime University.
In October 2006, the distance-learning programme leading to a Postgraduate Diploma in Marine
Insurance enrolled its second cohort of 22 students. The programme has been designed and is taught by
WMU resident and visiting staff, and is conducted in association with Lloyds’ Maritime Academy, which
provides administrative and practical resources.
The programme of short-term, non-degree Professional Development Courses (PDCs) has
continued to thrive in 2006. PDCs were again delivered at WMU and also at client locations outside
Malmö: in Ghana, Iran, Israel, Nigeria, Panama, Sweden, Tanzania and the United Arab Emirates.
Research, Consultancy and Publications
2006 saw the further progress in the University’s work in the area of research, consultancy and28

Opening Session

publication. The bi-annual WMU Journal of Maritime Affairs continues to thrive, and is now alsoavailable on-line through Engenta Connect, one of the largest data bases of academic publications
worldwide.
2006 also saw the publication of a number of publications by WMU staff. The first publication
resulting from the Baltic Master project appeared: PSSA in the Baltic Sea: present situation and future
possibilities by Aldo Chircop, Olof Lindén, Malek Pourzanjani, Jens-Uwe Schröder and Steve
Raaymakers. The second publication in the series, International Standard Setting through the IMO byJens-Uwe Schröder and Anish Arvind Hebbar will appear early in 2007.
As usual, members of the Faculty continued to publish widely in learned journals and in conference
proceedings. Professor Pierre Cariou, Professor Olof Lindén, Assistant Professor Max Mejia, Professor P
K Mukherjee, Professor Takeshi Nakazawa and Associate Professor Jens-Uwe Schröder were particularly
prolific during 2006.
Student Enrolment and Fellowships
The number of applications for a place on the Malmö MSc in Maritime Affairs programme continued tohold steady at around 3:1, thanks to the increased global visibility of the University. 107 new students(102 on the MSc in Maritime Affairs and 5 on the PhD programme) were enrolled last year, bringing thetotal full-time student body on the Malmö campus to 198.
In addition, the University enrolled 85 new students on the MSc programmes in China (43 at
Shanghai and 42 at Dalian). The University’s total full-time student body therefore rose to 368 in 2006,
the highest annual figure in the history of WMU. In addition, the University enrolled 41 students on the
Postgraduate Diploma programme in Marine Insurance, and 706 students on short-term, non-degree
Professional Development Courses. Altogether, the University therefore had a total of 1,115 students in2006: another significant milestone in the history of WMU.
89 new fellowships for the Malmö MSc programme were given by donors last year. The
University is indebted to the Ocean Policy Research Foundation of Japan, our largest fellowship donor.
Others include the Government of Norway, the IMO Global Project, the International Transport Workers’
Federation, the Government of the Republic of Korea, the Government of the United Kingdom and theEuropean Union’s SAFEMED project.
Graduations 2006
On Sunday, 8 October, 112 students from 49 different countries received their postgraduate degrees inMalmö from WMU’s Chancellor, Dr Efthimios Mitropoulos, Secretary-General of the International
Maritime Organization. The Guest of Honour at the graduation ceremony was Ms Maria Norrfalk,
Director General of the Swedish International Development Agency and honorary doctorates wereawarded to David Cockcroft, General Secretary of the International Transport Workers’ Federation, andto Andrew Sukawaty, Chairman and CEO of INMARSAT Ltd. The awards marked the outstanding
global contribution made by both Honorary Doctors of Science, and also the particular support to the29Opening Session

growth and development of WMU made by their organizations.
As in previous years, special prizes were awarded to members of the graduating class. The
Chancellor’s Medal for Academic Excellence was awarded to Mr Anish Hebbar (Sasakawa Fellow) of the
Indian Coast Guard, and the C P Srivastava Award for International Fellowship was presented to Mr Kim
Ho of the Maritime Administration Bureau of the Democratic People’s Republic of Korea. Mr Paul
Wright (Sasakawa Fellow) of the Jamaica Defence Force Coast Guard won the Informa Prize for the best
dissertation.
At Graduation, the newly elected officers of the WMU Student Council also took office. Mokrane
Fedila of Algeria took over as President, and will also serve as a member of the Board of Governors. He
will work alongside his colleagues, Ramon Sevilla Lopez (Sasakawa Fellow) of the Philippines (VicePresident), and Collins Mbah Acho of Cameroon (Secretary).
2006 saw the first graduation ceremonies from the WMU programmes taught in China. On 21
April 2006, the degrees of the 39 students in the inaugural class of the MSc programme in Maritime
Safety and Environmental Management were conferred by WMU’s Chancellor and Secretary-General of
IMO, Mr Efthimios Mitropoulos, at Dalian Maritime University. The Graduation Ceremony was attended
by about 300 guests: the graduates, their family members and friends, the next class of students, andrepresentatives from industry and nominating organizations. Also attending the ceremony were Mr Weng
Mengyong, Vice-Minister of the Ministry of Communications of China; the Director of IMO’s Maritime
Safety Division, Mr Koji Sikimizu; the Vice-Mayor of Dalian; the Presidents of WMU and DMU, Dr
Karl Laubstein and Professor Wang Zuwen. The Chancellor’s Medal for Academic Excellence wasawarded to Mr Tang Wei from the China Classification Society. On 5 August 2006, the degrees of the
41 graduates of the inaugural class of the MSc programme in International Transport and Logistics wereconferred at Shanghai Maritime University by WMU’s President, Dr Karl Laubstein. The Chancellor’s
Medal for Academic Excellence was awarded to Ms Zhang Shuang, and awards for excellent research
papers were made to Ms Li Yizhen and Ms Wang Biyun.
The first students also graduated from the Postgraduate Diploma in Marine Insurance. 18 students,
who had followed the programme by distance learning, have been awarded their diplomas.
The road ahead
WMU has its feet firmly set on the path of progress. The University will continue to build on its current
successes and strategic priorities. We will continue to diversify the academic programme, to meet thedemands of the world outside. Our academic research and publications has expanded considerably, and it
is important to us to continue to support this area of activity.
We are very interested in advancing women in the maritime sector: talented people are always inshort supply, and the maritime world – just like all other industries – needs to have access to the brightest
and the best. Our own female graduates are living proof that many of the brightest and the best are
women. We are currently making plans for a high-profile international conference on Women in Maritime

30

Opening Session

Development, to be held in Malmö from 2 to 4 April 2008.
Certainly the University is well-placed to continue its progress on its chosen path. With WMU’s
global mandate and links to IMO, with its specialised professional focus, with its programmes
emphasising the practical application of knowledge, with external legitimation form other universities, weare confident about the future. However, the most important thing to our success is the continued
generous support, both financial and intellectual, from an illustrious range of external organisations –most notably, of course, the Nippon Foundation and the Ship and Ocean Foundation of Japan.

31

Session 1¡

Discussion Report on Recent Sasakawa Fellows’ Activities in AsianCountries (Session 1)¡

Reports on Fellows’ Activities in Each Country

33Session 1

Discussion Report on Recent Sasakawa Fellows’ Activities
in Asian Countries (Session1)
Prepared by
Mak Sideth (Cambodia 1998)
Fadjar Santoso (Indonesia 1990)
Vu The Quang (Viet Nam 2000)
Noppadol Angkanupong (Thailand 2000)
1. The activities
Recently the activity of Sasakawa Fellows in the Asian Region has varied from one country to another,
yet the purpose of such activities is relatively similar: to gather information among and about Sasakawa
Fellows. The simplest example of an activity is just gathering at a sports event, like golf. Another form isa well-organized network of Sasakawa Fellows that has formed an association. In addition, somecountries have established regional chapters as a means of communicating among Sasakawa Fellows intheir respective countries.

2. The network
The various forms of networking were also raised during the session. The simple network based on theclose proximity of workplaces is simpler and easier to manage. Some of the participants also describedthe difficulties of maintaining the network due to the geographical area, technology difficulties and evenpersonal difficulties. Therefore, it is quite difficult to really make the organization effective. Some have
tried to solve the difficulties of the network by establishing a website, yet this effort ultimately isn’t
running as well as expected due to the maintenance charge and problems in updating the website.

3. The proposal
Even though there are many difficulties in running network activities, support always comes from OPRF,
so the organizations need to propose activities and events. OPRF warmly welcomes such proposals, and it
is quite reasonable that OPRF will provide limited amounts of funding.

4. The finance
Finance was the most important part of the discussion. Most of the participants have difficulty financing
the organization’s activities. Some of the organizations have secured financing from individual
contributions in limited amounts. Apart from that, some of the organizations have received financial
support from OPRF. A good example from one Sasakawa Fellow was to contact other senior Sasakawa
Fellows who have budgets that could be used to support such activities. A participant also proposed
securing funding through sport tournaments, such as golf tournaments, instead of only holding meetings.
Overall, the best way to support network activities is to use a range of different channels and make use of
all available options.

35Session 1

5. The focal point
Due to the difficulties of maintaining the present Sasakawa Fellow records, a participant suggested
appointing a focal point for each country. The focal-point person is mainly in charge of updating the
Sasakawa Fellows in his or her country as well as coordinating the organization. Hopefully, the focalpoint person will enhance the effectiveness of the Sasakawa Fellows’ organization. Yet, it is reasonable
that this person should be assisted by OPRF in their responsibilities such as the communication andadministration.

36

Session 1

Reports on Fellows’ Activities in Each Country
Seven participating countries had been preliminarily asked to write the report regarding the topics we
discussed at the Bangkok meeting. The following text is the excerpt from their reports writing about the
Sasakawa Fellows’ activities in each country.

Cambodia
Telephone and e-mail are used as communication tools among Cambodian Sasakawa Fellows.
The following is the WMU SASAKWA Fellows Network Chart:

Mr. Chan Dara
Chairman

Mr. MAK Sideth
Focal Point
Ministry of Public Works Transport

Fellow

Fellow

Fellow

Mr. PAK Sokharavuth
Focal Point
Ministry of Environment

Fellow

Fellow

Fellow

China
On November 2nd and 3rd, 2004, Shanghai Maritime University hosted and organized the first Sasakawa
Chinese Fellows Forum in Shanghai with the help from Ship and Ocean Foundation and The Nippon
Foundation. Respected Yohei Sasakawa, Mr. Masazumi Nagamitsu, and Mr. Eisuke Kudo, along withtwenty-four Chinese WMU Sasakawa Fellows, participated.
In China, due to the development of economy, personal computer use is very popular now. Most
Sasakawa Fellows are working in universities, government agencies and maritime administration sectors,
so there is no difficulty regarding computer use. In the future we hope that everybody will have the ability
to freely access the wireless Internet.
Since China is so vast in terms of land area, it is better to have two coordinators, one in Dalian or
Beijing to cover the northern part of China, and one in Shanghai to cover the southern part of China. All

37

Session 1

fellows in each country need to hold a fellows’ list of their countries in order to get in touch with otherfellows and nominate coordinators for their countries. Therefore, we need to update our information
regularly and be active in contacting other fellows. The new website of Shanghai Maritime University(SMU) is now under construction. We will consider inserting the Sasakawa Fellows’ Directory as part of
the university website, which the Sasakawa Fellows can easily access. Besides, it is necessary for us toorganize the network meeting annually either national wide or regional wide.
During the period of July 23-25, 2001 in Tokyo, during the WMU Japan Sasakawa Fellows Forum,
the China branch of WMU Japan Sasakawa Fellows was formed. Below is the organizational chart:

Ship and Ocean Foundation

China Branch (51)South China (Shanghai)Prof. Fang Quangen

North China (Dalian)Prof. Zhang Renping

Shanghai andnearby (17)Hong Kong andnearby (7)Other
Regions(5)Beijing (14)Dalian andnearby (8)MET(13 )G-MA (7)MSA (10 )PSM (9)AEP(12)Indonesia
The Surabaya sub-chapter was enacted in 2004 as a part of Indonesia-WMU Sasakawa Fellows, with asmall celebration at Hyatt Regency Hotel, Surabaya. The objective of this chapter is to promote
intellectual activities among members in research, education and training, as well as in consultancy fields.
When the number of fellows rises, it is realized that the various background, experience and network ofeach member could be empowered to make benefit to regional maritime community. Thanks to support
from OPRF/SOF, several research and education activities have been conducted. The results of our38

Session 1

activities are as follows:
1. Research on IT in Port
Title of paper: Implementation of Information Technology in Port
Abstract: The paper explain the importance of IT in port operation
Researcher: Capt. Fadjar Santoso (WMU 1991)
Publication: International Conference on ASEAN Port Logistics, April 2004
Organizer: ASEAN Ports Association, Ho Chi Minh City, Vietnam
2. Research on port network
Title of paper: The Use of Network Effect in Indonesia Port Corporation III
Abstract: The paper explains the implementation of the externalities theory in a network of
port. It attempts to look at the effect in Indonesia Port Corporation III, as thecompany operates more than thirty ports in several islands and regions.
Researcher: Mr. Adrian Syahminur (WMU 2002)
Publication: The International Conference on Logistics Strategy for Ports (ICLSP),
September 2004
Organizer: Dalian Maritime University, Dalian, China
3. Research on container trade routing
Title of paper: Creating a Synergy Between Semarang Container Terminal and Banjarmasin
Port for Export/Import Containers.
Abstract: This research is the development of Dalian research, which explains thecontainer trade re-routing between two ports. The new route is designed toreduce cost and time while increasing the synergy by introducing the “single
yard” system.
Researcher: Capt. Fadjar Santoso, Mr. Adrian Syahminur, Ms. Dothy (WMU 2001)
Publication: The International Conference on Transportation Logistics (T-Log), July 2005
Organizer: National University of Singapore, Singapore
4. Basic port training
Initiator: Mr. Raja Oloan Saut Gurning (WMU 2000) and Mr. Taufik Fajar Nugroho(WMU 2003)
Time: August 2006
Participants: Employees of local governments all over Indonesia
5. Basic stevedoring training
Initiator: Mr. Taufik Fajar Nugroho
Time: October 2006
Participant: Employee of Stevedoring Companies in Surabaya
6. Consultancy
In cooperation with Institut Teknologi Sepuluh Nopember Surabaya
Project: - Feasibility Study of a Small Port in Central Kalimantan- Facility Design of a Small Port in Central Kalimantan
Consultant: Mr. Taufik Fajar Nugroho
7. Member of Arcturus Maritime Association
Arcturus Maritime Association (AMA) is an association of WMU Graduates in Indonesia. The chapter

39

Session 1

in AMA has contributed many ideas to the association in creating alumni activities.
We have a monthly regular member meeting held in different places. The meeting is important for
us in order to encourage members in sharing ideas and experience. The meeting is held in a relaxed andcozy atmosphere to take all members out of the work routine. We have a plan to continue basic port
training and promote the event to more local governments. The training is important as a means todisseminate port operation knowledge, then the local government could create positive cooperation withport of terminal operator. Another plan is to organize a national seminar to introduce new national andinternational regulations.

Japan
The Japan Chapter launched in January, 2005 with the establishment of a website of Japanese Sasakawa
Fellows. Now there are nine Sasakawa Fellow graduates. Since most fellows are working in closely
related authorities of Tokyo, it is easy for us to get together. We hold the year-end or the send-off party,
and strengthen our ties. Furthermore, some of us have joined the Japan Field Study in order to introduce
Japan to the current students of WMU. The attendance to the maritime seminars is also a good chance tomeet other fellows. As the latest big seminar, the “Maritime Security Education & Training Seminar” washeld in Tokyo under the joint sponsorship of Ocean Policy Research Foundation (OPRF) andInternational Association of Maritime University (IAMU). Dr. Karl Laubstein was invited there and had agreat speech. We often use e-mail as the most convenient tool to get in touch with fellows. We utilize the
Friends of WMU, Japan website to get to know about the latest information such as fellows’ activities and
WMU.

Malaysia
We would like to inform that the Malaysian chapter of the WMU Sasakawa Fellowship alumni does nothave a formal body to represent the Malaysian Fellows. Over the years it has been expressed that such abody should be formed and linked with OPRF. However, it was not possible to do so in the past due to thefact that the WMU Fellows were located in different departments/organizations which were located indifferent places in the country. The fellows were actively engaged in their jobs and found it difficult tomake a concerted effort to establish a body to represent the Malaysian alumni chapter.
For the present the WMU fellows are linked to OPRF through the Friends of WMU, Japansecretariat, and through newsletters and correspondence. Apart from this, the Secretariat also
communicates with some of the lead alumni members as and when necessary for some specific reasonsi.e. to disseminate information, call for feedback, or in relation to some activity or event that is held in
Malaysia.
The members are individually engaged in the different aspects of the maritime field and in theirindividual capacity they are making contributions to the country. What is lacking at present is that thealumni members are not organized as a cohesive group whereby their linkage with OPRF can bestrengthened by means of better communications, sharing of information, contributions to the Friends of
WMU, Japan newsletter, etc. There is no central focal point for the secretariat to liaise with the Malaysian40Session 1

alumni fellows and develop a strong and mutual relationship. It is possible for the alumni to play a more
effective role whereby OPRF can assist Malaysia in certain aspects of maritime affairs in terms oftechnical and research inputs and other aspects as may be necessary. Similarly, the Malaysian chapter
members can share their information about developments and issues in Malaysia that are useful or
relevant for other alumni members around the world. This would help to build greater awareness and lead
to better sharing of knowledge and information among WMU alumni members. All this is possible via theInternet and through e-mail facilities.
Accordingly, a few senior alumni members have had discussions informally and there is aconsensus of opinion that a formal organization be set up in Malaysia. With such an organization in place
the alumni members can play a more effective role in their relationship with OPRF and the Malaysian
government and other NGOs that are strongly interested in maritime matters.
With this in mind we will embark on the following steps to establish the alumni body in Malaysia:
1. Review the Malaysian WMU alumni fellowship details and gather all relevant data updates of
Sasakawa fellows in Malaysia.
2. Consult and discuss with the Friends of WMU, Japan secretariat, regarding the formation of thealumni organization in Malaysia and its links with the parent body.
3. Draw up the objectives and plans of the proposed alumni organization in Malaysia in consultation
with the alumni fellows.
4. Implement this plan in 2007
We believe this is the way forward for the Malaysian chapter and hopefully all this can be
implemented in 2007 with the full participation of the alumni members in Malaysia and support from the
Friends of WMU, Japan secretariat and OPRF.

MyanmarTwenty WMU students (two females and eighteen males) in Myanmar received the Japanese scholarship.
The following shows the distribution of major in WMU by the graduated sixteen Sasakawa Fellows.
Maritime Safety Administration (Nautical) -----------4
Maritime Safety Administration (Engineering)-------1
Maritime Education & Training (Nautical) -----------2
Maritime Education & Training (Engineering) -------2
Maritime Safety & Environmental Protection --------6
Shipping Management -----------------------------------1

41

Session 1

Myanmar Sasakawa Fellows Alumni

Philippines

Objects of the Association
q Provide direct and constant link among its members
w Act as center of information for its members and the members of the international networks of
Sasakawa fellows
e Provide professional/technical assistance to other membersr Conduct seminars, workshops, forum on relevant matters
t Participate in worthwhile civic, cultural and social activities
Accomplishments
q Website development
w Publication of newslettere Observation/study tour conducted42

Session 1

r Planning workshop held
Meetings Organized/Attended
Association’s meeting – 15
Meetings with Mr. Sasakawa – 5
Meetings with SOF/OPRF – 6
Meetings with other organization (JICA, JETRO) – 2
Current situation of personal computer use
q Website development
w Input, editing, design and printing of newslettere Communication tool between and among members, the Association and OPRF/SOF
Action plan for the future
q General meeting of members
w Election of new officers
e Workshop planningr Updating of the Association’s home paget Re-Activation of the website
y Publication of newsletter

FUNCTIONS OF THE COMMITTEES
1. WAYS AND MEANS COMMITTEE
a. Formulate annual plans and programs of the associationb. Prepares annual budget plan including sources and allocation of fundsc. Propose and implement fund raising projects
2. COMMITTEE ON EXTERNAL AFFAIRS
d. Update and maintain the Association’s website
e. Regular publication/issuance of newsletterf. Prepare annual accomplishment reportg. Conduct/facilitate/coordinate special activities such as:i. Observation/study tour
ii. Visits of foreign delegationiii. Other social events/activities
3. COMMITTEE ON SPECIAL PROJECTS
h. Formulate/prepare project proposals relative to:i. Continuing education and training of members
ii. Development of the maritime industry
i. Conduct training needs analysis of the members of the association
j. Conducts research and prepares technical journal
4. COMMITTEE ON RULES AND ETHICS
k. Formulate rules and policy on membership and election of officers
l. Review the propose revision of the association’s bylaws, if neededm. Propose implement penalties for inactive members
n. Formulate guidelines on the selection of members for scholarship and training

43Session 1

ORGANIZATIONAL STRUCTURE
Board of Directors

President

Vice President

Secretary

Treasurer

AuditorNational Coordinator

Ways & Means Committee

External Affairs Committee

Rules & Ethics Committee

Special Projects Committee

Members

Vietnam
In November 2001, an alumni association was established by Vietnamese WMU Fellows who are twentyseven in all, including non-Sasakawa Fellows. Officers elected from among the members: the president(1), vice presidents (2, one for Hanoi and Saigon each), secretary general (1) and treasurer (1). In 2002,
WMU Sasakawa Fellows had a meeting on June 11 at Hotel Nikko, Hanoi, Vietnam. Moreover, Dr. Tran
Dac Suu (WMU 1991/ MET), and Dr. Dang Van Uy (WMU 1992/ MET), on behalf of the Vietnamese,
fellows visited the Nippon Foundation on June 24, 2002 in Tokyo, Japan. They came to Japan to attend
the launch ceremony of a bulk carrier, which is owned by a Japanese ship owner and will be manned by
graduate students from the Vietnam Maritime University. Recently, Mr. Yohei Sasakawa attended the“Grand Celebration of the 50th Anniversary of the Foundation” at Vietnam Maritime University in Hai
Phong, Vietnam on April 1, 2006.
Recent Sasakawa Fellows’ activities in Vietnam- Established Vietnamese WMU former Student Association and Vietnamese Sasakawa Fellow
Alumni Association- Established web site
- Organized Vietnamese’s Sasakawa fellow annual meeting44Session 1- Organized a forum on crew training in Vietnam- Attended a forum in Singapore
The average of personal computer use in Vietnam is less than other countries in the region such as
Malaysia, Singapore and Thailand because of a budgetary limit in the development of Internet connection
within government companies. According to the Vietnam news of as recently as June 2007, Vietnam has
the future goal of ensuring Internet use by 20% of the population.
Web site to include all updates related to the Network and active interaction between the Fellows
by support and information pooling between the countries of the respective fellows, be it in the country or
the industry. For the promotion of the newsletter, it is important for the circulation to be known to otherbodies—be it government/NGO, educational bodies, industry, societies, etc.
Scenario 1 – Promotion outside the network
Presently, the existence of the newsletter is only known within the network circle. For the promotion of
the newsletter, it is important for the circulation to be known to other bodies, be they government/NGO,
educational bodies, industry, societies, etc.
This can be achieved either by marketing or word of mouth among the network group.
Scenario 2 – Promotion within the network
To include schedules, agendas, and happenings within the network group on a regular basis and updated.
This can be supplemented with actual literature on the happenings from the source.
To administer 3 levels of updating
Level 1 initial input by Directory Administrator and confirmation of details by Fellows
Level 2 utilizing a username/password system for individual Fellows to update their own records, as
and when changes
Level 3 yearly update, in the form of e-mails with attached electronic form, being sent by Directory
Administrator to Fellows and received updates to be uploaded onto Directory
For the fulfillment and expansion of the Network Activities, we should maintain and update theFellows Directory. It is also necessary for us to promote the network meetings/forums at National andInternational levels. We are sure that we can keep updating information via Newsletter.

45

Session 2, 3, 4, 5¡

Discussion Report on Mutual Communication via the Internet (Session 2)¡

Discussion Report on How to Update and Administrate the Sasakawa
Fellows’ List and the Use of the Directory (Session 3)¡

Discussion Report on the Friends of WMU, Japan , Newsletter (Session 4)¡

Discussion Report on the Expansion of WMU Sasakawa Fellows’ Network(Session 5)

47

Session 2

Discussion Report on Mutual Communication via the Internet (Session2)
Prepared by
Naoki Saito (Japan 2004)
Wai Lynn Htut (Myanmar 2004)
Sarit Sritip (Thailand 2005)
Nguyen Thi Anh Thu (Vietnam 2006)
Report on current situation of personal computer use in each country and how to use the web site for the
purpose of promoting our network

1. Report from each country¡ Some countries like Japan, China, Thailand and Malaysia have a very good situation of personal
computer use, and Internet access, both general-service and high-speed, are available in homes andoffices.
¡ Some countries like Vietnam, Indonesia, the Philippines and Myanmar have a positive situation
regarding personal computer use but a relatively low figure as a percentage of users compared tothe population. Although governments do have the policies to urge the use of computers and theInternet, there is a shortage of budget. The Internet access is available only in the city area; acountry like Indonesia has numerous islands, and therefore has a difficult situation to connect eachisland with high-speed Internet. Nevertheless, this group can to some extent access the Internet atvarious speeds.
¡ Cambodia has a relatively tough situation in personal computer use and fewer Internet service
providers. The general speed is very low, and it is not easy to access the Internet at home due to thehigh cost of the service.

2. Discussion¡ The web site should be able to link with online publications such as Fairplay, Lloyd’s List and the
WMU library.
¡ Increase the convenience of access to individual information of Sasakawa Fellows; for instance, thee-mail address as well as other relevant information should be linked through the fellows’ photos.
¡ Establish a web board or a chat room, if possible, to strengthen the concept of two-way
communication for academic and social purposes.
¡ Develop the web site more creatively with the help of a professional web page designer.
¡ Use the web site to provide technical support by fellows who are experts in various aspects,

49Session 2

including safety, security, port and ship operations, so as to assist users who may need help.
¡ Establish a reward system, particularly to encourage the fellows or the WMU graduates to present
their academic papers/research/recommendations, and possibly extend this reward system to web
users.
¡ Assign a focal person as a coordinator in each group or country to provide the webpage
administrator with fellows’ up-to-date information and periodic recommendations.

3. Recommendations¡ The web site should be linked to non-profit online publications—for instance, from IMO and Class
societies—because of budget concerns. It should not be linked directly through WMU library
online due to the limitations of service channels.
¡ Each fellow should be able to update his or her individual information such as a photo¡ The web board is more suitable than a chat room because it is cheaper and easier to maintain theservice, while it still meets the concept of two-way communication.
¡ Technical support by fellows who are experts in various aspects should be highlighted as it could
strengthen the cooperation among fellows and WMU graduates through the Friends of WMU Japanweb site.
¡ The reward system may not necessarily be financial.
¡ The assignment of a person as a coordinator in each group or country will probably be a key tosuccess in maintaining the connections among the fellows.

4. Conclusion
To encourage the use of the Friends of WMU Japan web site, the most important thing is to attract users
and increase the benefits of using it. The solution could consist of more than one effort. Convenient
access, various kinds of information and the availability of technical support, the reward system, two-way
communication and the channel of contact are essential measures to meet the objective of mutualcommunication by Internet through the Friends of WMU Japan web site.

50

Session 3

Discussion Report on How to Update and Administrate the Sasakawa Fellows’
List and the Use of the Directory (Session 3)
Prepared by
Xu Dazhen (China 1998)
Jerry A. Nibre (Philippines 2003)
Wanna Waiwingrob (Thailand 2003)
1. Background
It has been suggested that relationships management among Sasakawa Fellows in the Asian region
through the directory may be one of the optimal ways of fully utilizing the network resources. It isdefined as the planning and execution that creates and maintains long-term relationships with Sasakawa
Fellows. In that context, relationship management means building an ongoing loyal relationship with
OPRF and WMU instead of simply causing a short-term change in behavior. Relationship management isaccomplished by gaining greater insight and understanding through continuous dialogue with Sasakawa
Fellows.
The focus of updating Sasakawa Fellows’ information is on the retention of existing fellows andincreasing individual resources in the future. The objective is to maximize the lifetime value of Sasakawa
Fellows. Efficiencies as well as greater effectiveness of communication are achieved through better
understanding and management of Sasakawa Fellows’ contact points.
IT technology has provided the ability to develop and effectively use databases at incredibly low
costs. Using databases has afforded Sasakawa fellows greater opportunities for understanding each otherand for developing one-to-one communication among fellows, OPRF and WMU.
Hence, we need to update the directory regularly.

2. Suggestions and Recommendations
Focusing on the issues of the directory, the obligations of fellows and the better utilization of theresources from the directory during the meeting, the fellows had a discussion and put together thefollowing suggestions and ideas:(1) Developing One-to-One Relationships with Sasakawa Fellows
One-to-one communication is essential. The focus is on building and maintaining a long-term
relationship with each individual fellow. To achieve this, fellows must continuously communicate with
OPRF and WMU.
(2) Two-Way Communication
To build relationships, communication must be two-way. Instead of just exposing fellows to messages,
communication needs to be a dialogue, as in two-way conversation.
Today we know that one-way communication is ineffective at building long-term relationships
with each other. Instead, each fellow seeks first to learn what information we have and what additional
information they want and then develop a communication strategy for sharing information with eachother.

51

Session 3(3) Effective Use of Databases
The improved database capability is perhaps the most important thing for Sasakawa Fellows. In fact, awell-developed, well-managed database is the foundation for maintaining and developing therelationship. The use of databases allows fellows to identify as finely as possible unique segments of
the industry and activities to reach these segments with the right message.
With today’s powerful computers and sophisticated database software, we are able to use that
information to better understand ourselves and can deliver unique messages to each other. Truly,
without database capabilities, as we know, it would not be possible. However, a good database is justthe beginning.
Effectively using the database to build relationships is critical to creating a long term
relationship. Even more important is how fellows such as those from shipping companies and maritime
administrations use the database to create one-to-one communication with their target partners. So you,
Sasakawa Fellows, may make a call or a post a card each year reminding OPRF and WMU if you arepromoted or change places this year. The Fellows receive brochures and newsletters from OPRF andWMU that show various activities at WMU, OPRF as well as Fellows’ activities in different regions.
This sort of inclusive planning ensures that fellows as well as OPRF and WMU receive information ona regular basis. All results should be measured and refined based on the feedback.

3. Tactics for Further Action(1) Being actively involved in data collection and communication with OPRF and WMU.
(2) Improving the current content of directory. Some modifications are needed such as: linking personal
data to profile; self-description, using key words to illustrate the specialization, updating the photo, etc.
(3) Nominating a administrator or coordinator in each country, subject to the following considerations:a) Liaising with Fellows in the country, OPRF and WMU;b) Coordinating activities amongst fellows in the country, as well as activities with other countries orregions;c) Setting up and updating the fellows’ database and reports to OPRF, as well as WMU, with all
fellows reporting to the administrator or coordinator on changes in position, workplace and so on;d) Fostering a mechanism for all fellows in the country to exchange information and seek possibilities
of cooperation.

52

Session 4

Discussion Report on the Friends of WMU, Japan, Newsletter (Session 4)
Prepared by
Li Yuheng (China 2003)
Krishnan Balakrishnan (Malaysia 1990)
Darapan Sribhen (Thailand 2002)
1. Introduction
Session 4 was convened to deliberate on the Friends of WMU newsletter. The objective was to examine
how to use the newsletter for the purpose of promoting the Sasakawa Fellows’ network. The main focus
was to examine the content of the newsletter, its editorial, contribution of articles and its allotment, andthe special edition of the newsletter, etc. OPRF was keen to review the newsletter along this line and the
Sasakawa Fellows were asked to deliberate and submit suggestions and recommendations for the future
development and improvement of the newsletter.

2. Proceedings of Session 4
There was active and lively participation of all WMU Sasakawa Fellows, who presented their views onthese matters during the discussions. Based on those discussions, the views, suggestions and ideas
presented by the fellows are summarized as follows:
I. There was a consensus among the group that the newsletters are good, and that they are useful instrengthening the friendship and awareness of the activities within the Sasakawa community. In thisregard, more effort should be made to make the newsletter better and improve the content with thecoverage of important developments in maritime-related fields.
II. The discussion group recognized that there was shortage of articles contributed to the newsletter by
the fellows. As such all the fellows agreed that more contributions should be sent to OPRF to support
the newsletter. They also agreed that it was essential to provide as many articles as possible to OPRF,
which should cover significant news items, events, accomplishments, promotions, etc. Additionally,
more letters to the distinguished Mr. Sasakawa were encouraged, as it would highlight the progress ofthe fellows and their activities in their respective line of work and their social life.
III. More important articles are required from the fellows that could be featured on the front page of thenewsletter.
IV. To make the newsletter more attractive, articles about the activities of each organization with photos,
events that impact each country, safety and technical stories and issues related to the maritime
environment should be provided to OPRF in order to enrich and add variety to the content of thenewsletters.
V. The fellows also agreed that the newsletter should continue to be posted in the Friends of WMU

53

Session 4

website. In addition, the current circulation of hard copies of the newsletters to the fellows is preferredby the members. They also requested that additional copies to be sent to the members upon request sothat it can be circulated to other relevant departments. The circulation of such additional copies in thisrespect would expand the awareness of the activities and the work done by OPRF and its members to
select agencies.
VI. The production of special editions featuring special coverage of interviews with VIPs and special
topics of interest should be continued in the future. However, Mr. Kudo mentioned that number of
special editions would depend on the budget.

3. Conclusion
The Chairperson thanked all the fellows from the respective countries and Mr. Kudo for theircontributions in the deliberations, which will be forwarded for the consideration of OPRF secretariat.

54

Session 5

Discussion Report on the Expansion of WMU Sasakawa Fellows’ Network (Session 5)
Prepared byAntoni Arif Priadi (Indonesia 2006)
Mohd Fairoz Bin Rozali (Malaysia 2006)
Sonia B. Malaluan (Philippines 1998)
Pattarawichean Supakorn (Thailand 2001)
1. HIGHLIGHTS OF DISCUSSION
1.1 Future scheme for the network activities in each country¡ The future activities of each country vary depending on the status of the organization of the
networks of WMU Sasakawa Fellows in each respective country.
¡ Plans include the designation of the focal point or contact person for each country as an immediateconcern.
¡ To address the need to regularly update the Fellows’ Directory, annual updating shall be theresponsibility of the contact persons through the most convenient means, i.e. Internet/e-mail or
postal service.
¡ Those countries with existing web sites shall update or reopen their web sites.
¡ Formal organization of a national chapter for each participant country in the Asian Region¡ Maintain a constant link with Friends of WMU, Japan and the other fellows’ country networks
through e-mail groups and the conduct of at least one meeting every year.
¡ To increase impact and maximize the lifetime value of the WMU Sasakawa Fellows’ Network,
academic activities could be pursued through regional cooperation.
¡ With awareness of the financial limitation of each country network, assistance from outside
international or local organization can be tapped when organizing projects or activities on relevant
maritime issues, such as seminars/symposia/training programs.
1.2 Necessity of holding network meetings on a regional level¡ All participants agree that there is a need to hold a regular regional networking meeting to assesseach country network’s accomplishments and plan for future activities. The single-topic concept fortechnical sessions during regional network meeting should be adopted.
¡ Majority proposes an annual regional meeting while others propose to hold such meeting after twoor three years.
¡ Considering the financial limitations, it appears that a three-year interval is more realistic.
¡ The attendance of Sasakawa Fellows in other seminars or meetings can be used as a venue forfellows to sit down or meet and exchange information or update each other of any activity of the
fellows’ networks.
1.3 Building up a closer connection(s) with WMU and other organizations¡ Information was provided that there is also the Friends of WMU, USA and the French Friends of55

Session 5

WMU, the composition and membership of which totally differs from that of the WMU Sasakawa
Fellows’ Network, still there is need to link with these organizations.
¡ The group shares the same opinion that linkage/closer connection with other organizations isimperative but may take some time before it can be established.
¡ Initial steps may include the provision of a web link with these organizations through the web site
of Friends of WMU, Japan, as well as in all organizations to which Sasakawa Fellows belong.
¡ These organizations shall vary depending on the specialization or interest of Sasakawa Fellows.
They may also be on an international, regional or even national organizations.
¡ WMU graduates who are not Sasakawa Fellows may join the network as supporters.

2. RECOMMENDATIONS/CONCLUSION:
The following shall be adopted as the network’s action plan:
1. Designation or nomination of each country contact persons which must be submitted to the Friendsof WMU, Japan Secretariat not later than the end of March 2007. Two or three contact persons per
country shall be designated.
2. Regular updating of the Fellows’ Directory by the designated contact persons and or submission ofan updated list of members and related information before end of November each year.
3. Each country network to hold at least one meeting of all its members every year and submit anannual report to OPRF.
4. Each country should organize their WMU Sasakawa Fellows network within the year or before thenext regional meeting at the latest.
5. Initially establish a web link for the web site of Friends of WMU, Japan in web site of theorganization or office to which the fellows belong.
6. Consider the establishment of the regional steering committee in the next regional meeting.

56

Session 6¡

Discussion Report on Exchange of Information on Maritime Affairs (Session 6)¡

Sources of the Discussion Report

1. Maritime Affairs in Cambodia(Mak Sideth, Cambodia 1998 and Pak Sokharavuth, Cambodia 1999)
2. Current Information of Maritime Affairs in China(Xu Dazhen, China 1998)
3. The Pilotage System in China(Li Yuheng, China 2003)
4. Maritime Education and Training Profile in Indonesia(Fadjar Santoso, Indonesia 1990 and Antoni Arif Priadi, Indonesia 2006)
5. On-Board Training in Japanese Maritime Education and Training (MET) System(Naoki Saito, Japan 2004)
6. Issues Pertaining to the Straits of Malacca(Krishnan Balakrishnan, Malaysia 1990)
7. Maritime Affairs in Malaysia(Mohd Fairoz Bin Rozali, Malaysia 2006)
8. Overview of Maritime Affairs in Myanmar(Kyaw Zeya, Myanmar 1996 and Wai Lynn Htut, Myanmar 2004)
9. Recent Developments in the Philippine Maritime Industry(Sonia B. Malaluan, Philippines 1998)
10. Philippine Coast Guard Communications System Capability Enhancement on
Maritime Safety and Security(Jerry A. Nibre, Philippines 2003)
11. Improvement of the National Maritime Administration and Improvement of the
National Maritime Legislation and Implementing International Convention in
Vietnam to Meet Requirements of Integration into the World Economy Process(Vu The Quang, Vietnam 2000)

57

Session 6

Discussion Report on Exchange of Information on Maritime Affairs (Session 6)
Prepared by
Pak Sokharavuth (Cambodia 1999)
Kyaw Zeya (Myanmar 1996)
Panitta Charoenphol (Thailand 2001)
1. Maritime policy in Asian countries
To strengthen maritime affairs, the Asian countries have been developing their own plans and activities
such as the Master Plan Study for Maritime and Port Sectors, Capacity Building for Oil Spill
Preparedness, Response and Management, National Action Plan for the Coastal Zone Management,
Developing National Strategic Plan for Land-Based Pollution, Monitoring Program for Marine Water
Quality, Community-based Natural Resources Management, etc., to ensure that maritime activities secure
the marine environment as well. Additionally, in order to make sure the marine environment as well asother related activities are working effectively, most of the countries have established a National
Committee Coastal Steering consisting of concerned institutions.
In China, there are two pilot systems: the government and semi-government, with a large number
working for the semi-government.
In Myanmar there are some policy developments to ensure that national ships conform to safety
standards, safe practices and the standards of competence required of its marine personnel.
Thailand has developed the Thailand Logistics Development Strategy 2006-2010, with five
strategic agendas defined as follows:- Business logistics improvement,- New trade lanes and logistics network optimization,- Logistics service internationalization,- Trade facilitation enhancement, and- Capacity building
The above agendas will be implemented by various government and private bodies and will
integrate logistics management to ensure Thailand’s position as Indochina’s logistics hub. The gathering,transfer and distribution of merchandise regionally and internationally will be enhanced by developing
new ports, improving logistics network integration, promoting inland waterway transport, promoting
modal shift from road transport to rail, and/or inland waterway transport, etc.

2. International seaborne trade
The Straits of Malacca are very important to Malaysia, Singapore and Indonesia, particularly forinternational shipping involving Asian countries. There is also concentration on the safety and security
for shipping and for the areas concerned. Navigation safety is a very important aspect in the Straits ofMalacca, where shipping activities are increasing from year to year and may reach to 100,000 vessels by
2015. However, accidents in the Straits are reduced from year to year, due to the focus of countries in theregion on the safe passage of ships. Considering security issues like piracy and terrorism, it was notedthat since 1999 the number of cases of piracy have been reduced from thirty-seven in 2000 to six in 2006.

59

Session 6

In the Philippines, the Coast Guard is under the Department of Transport and Communication,
which supervises the policies and projects pertaining to the transportation, telecommunications and postal
services. The PCG belongs to the water transport sector along with the Maritime Industry Authority, thePhilippine Ports Authority, the Cebu Port Authority and the Philippine Merchant Marine Academy.
Currently, the Philippine government is in the process of proposing an Omnibus Maritime Legislation thatwill consolidate and harmonize all maritime-related functions.

3. Maritime education and training of the seafarers
Most of the Asian countries are aware of the role of the shipping industry and of the human resources thatwill contribute to the safety, security and efficiency of shipping, as encapsulated in the IMO mandate.
This is especially notable in the case of the maritime education and training that is required by STCW 78,
as amended in 1995. Mostly in the Asian countries the Maritime Education and Training is administeredby the Maritime Education and Training Authority such as Maritime Institutions or Maritime
Universities. META produces excellent human resources for both the international and national transport
sector.
In Indonesia the tool with which to ensure the quality of seafarers as required by the STCW 1978amended 1995 is the Indonesian Quality Standard System (QSS), which covers nineteen elements.
Regardless privately owned or Ministry of Transport owned METI, in conducting the education andtraining programs for seafarers, they shall pursue the QSS through the approval system. Recently, theMinistry of Transportation under the Education and Training Agency govern seven METI on theoperation which are one categorized as Higher Education, two categorized as Polytechnic and four
categorized as Vocational METI. To deal with the wide geographical range, the Education and Training
Agency presently is building the new vocational METI, which is located at Sorong, Papua Province in
East part of Indonesia Region. This Vocational METI hopefully will be operated in the year 2008. Lastly,
the total number of Indonesia Seafarers up to 2006 is 135,202 seafarers which ranges from different
certificate of competence class.
Japan concentrates mostly on onboard training; which under the Japanese Maritime Education andTraining (MET). Over many years, the number of Japanese flag vessels and of Japanese seafarers reduced
very significantly, as did pilotage. In this connection, only the 5.5% of seafarers on Japanese vessels arefrom Japan; the others come from the Philippines, China, India, South Korea, etc. There are third-grade
maritime officers (on ocean-going vessels) and fourth-grade maritime officers (with rating for coastal
vessels) produced by the training institutes with a total capacity for training 390 third-grade and 380
fourth-grade annually. To maintain the sufficient number of qualified seafarers, it is necessary that MET
institutes should continuously improve their quality by themselves and build good relationships with theshipping industry.

4. International conventions acceded to by Asian countries
Most of the Asian countries like Cambodia, China, Japan, Indonesia, Malaysia, Myanmar, Philippines,
Thailand and Vietnam have variously acceded to international conventions and marine related agreements
including:60

Session 6

a. United Nations Convention on the Law of the Sea (UNCLOS), 1982
b. International Convention for the Safety of Life at Sea (SOLAS), 1974 and Protocol 1978
c. International Convention for the Prevention of Pollution from Ships (MARPOL), 1973 as Modified
by Protocol 1978 (Annex I and II)
d. International Convention on Load lines (LOAD LINES), 1966
e. International Convention on Tonnage Measurement of Ships, 1969
f. International Convention on Standard of Training, Certification and Watchkeeping for Seafarers,
1978 as amended in 1995 (STCW 78/95)
g. Convention on the International Regulation for Prevention Collisions at Sea, 1972, (COLREG 72)
h. International Convention on Maritime Search and Rescue (SAR), 1979
i. Tokyo Memorandum of Understanding (Tokyo MOU), 1994
In addition to international convention, countries in the regions have also signed joint sub-regional
agreement like the Cambodia Joint Statement with Thailand and Vietnam on Partnership in Oil Spill
Preparedness and Response in the Gulf of Thailand signed January 12, 2006 in Hanoi, Vietnam.

5. Recommendations and conclusion
a. Global communication between and beyond the Sasakawa fellow, on technical issues and to
exchange information, would be enhanced with the development of an e-forum by OPRF and by the
OPRF’s continued financial support, and with cooperation from WMU.
b. Pilotages run by companies may be more effective and efficient than under the ports or under thegovernment.
c. Countries should promote seafaring as a career to young people as the numbers of seafarers aregoing down from year to year. Governments should also encourage policies so that seafarers aretreated and employed in the same way as airplane pilots and air crews.
d. Countries in the region should consider being party to international conventions and relatedagreements and take full responsibility to implement all requirements of the ratified conventions.
e. Countries in the region are members of the Tokyo MOU; if the Tokyo MOU can provide more
support to members, this would significantly improve the implementation of the MOU.

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Session 6

Sources of the Discussion Report

1. Maritime Affairs in Cambodia
Mak Sideth (Cambodia 1998) and Pak Sokharavuth (Cambodia 1999)
1. Activities related to environmental issues
Policy-making¢ Implement South China See Project on the Reversing Environmental Degradation Trends in theSouth China Sea and Gulf of Thailand¢ Preparing national report on land-based pollution in Cambodia¢ Preparing a focus on hotspot areas in Cambodia¢ Preparing a focus on causal chain analysis in coastal areas in Cambodia¢ Developing a national strategic plan for land-based pollution¢ Decision on the creation of the National Committee Coastal Steering committee¢ Established a land-based pollution working group
Danida project related to coastal zone management¢ Develop State of environment report¢ National action plan for coastal zone management¢ Monitoring program for marine water quality¢ Community-based natural resources management¢ Public awareness¢ Annual national seminar
PEMSEA Project
N Project Title: INTERGRATED COASTAL MANAGEMENT PROGRAMSD To ensure the sustainable development of the coastal and marine environments ofSihanouville;
D To serve as a framework for specific action programs, the different sectors are required for
the Sihanouville coastal strategies:
k Inform and educate
k Preserve and restore
k Protectk Sustain
k Develop

62Session 6

Organizational Chart
Merchant Marine Department(Declaration No. 189, dated April 5, 1999)

Director

Deputy Director

OfficeLegal Planning

Office General Affairs

Ship Registration,
Seamen Affairs

Deputy Director

OfficeShip Inspection

OfficeCoastal State Control

Responsibilities¢ The Merchant Marine Department shall be responsible for:k Managing the general administrative works of commercial ships and public institutions of thestate;k Managing regular maritime transportation and monitoring the enforcement of rules andregulations the fleet hors conference;k Assessing the integration of the state fleet hors conference on specialized fleet;k Studying and evaluating the qualitative and quantitative needs for commercials ships of thestate;k Researching on scientific and technical ship’s conception;
k Providing technical assistance with regards to investment in the shipping industry;¢ International and regional maritime cooperation:k Making and proposing technical bases for international and regional maritime cooperation;k Managing international and regional maritime cooperation;k Managing bilateral agreements on maritime transport cooperation;
k Negotiating international maritime transport arrangement;¢ Management of related professions in the maritime fields.
Maritime Administration in the Kingdom of Cambodia¢ National Law and Legislations
N Issued law and legislations
k Sub-decree No. 40 on Ship and Port Facility Security
Signed: May 9, 2006
k Instruction No. 006 on Sea Shipping Management
Signed: October 1, 1999

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N

Under Development
k Maritime Codek Sub-decree on Establishment of a National System for Oil Spill Preparedness, Response andCooperation
k Sub-decree on Multi-modal Transport
k Other declarations related to Sub-decree No. 40 on Ship and Port Facility Security¢

IMO Conventions
N Safetyk SOLAS74 & Prot 78, Port 88
k MARPOL73/78, Annex I-V
k LL66 & Prot 88
k TONNAGE69
k COLREG72
k STCW78
N

Marine Pollution Prevention
k CLC69 & Prot 76, Prot 92
k FUND92

N

Not a Partyk FAL
k OPRCk SAR¢

Sub-regional Cooperation
N Projects
N Master Plan Study for Maritime and Port Sectors in Cambodia(Started Nov 16, 2006, by JICA Study Team and Finalized August 16, 2007)
N Building the Capacity for Oil-Spill Preparedness, Response and Management in Cambodia(Draft National Oil Spill Contingency Plan)
N Joint Statement of Cambodia, Thailand and Vietnam on Partnership in Oil-Spill Preparedness
and Response in the Gulf of Thailand
Signed: January 12, 2006 in Hanoi, Vietnam¢

Projects
N Master Plan Study for Maritime and Port Sectors in Cambodia(Started November 16, 2006 by JICA Study Team)N Building the Capacity for Oil Spill Preparedness, Response and Management in Cambodia(Supported by PEMSEA)(Draft National Oil Spill Contingency Plan)

64

Session 6¢ Training and Workshop
N IMO Training Programk Attendance Regional Training Programk Conducted National Training Program in cooperation with IMO
N Japanese Government (MLIT)-JICA
N CMV projectk Attendance Trainings in Japank Conducted Workshops and Exercise in Cambodia
k Attendance OSPAR Meetings
Thailand 2003, Singapore 2004, Philippines 2005 and Malaysia 2006 on NLS

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2. Current Information of Maritime Affairs in China
Xu Dazhen (China 1998)
1. Administration in Chinese shipping market
1.1 Rectification and supervision over shipping market
The Ministry of communications has in recent years continued its rectification and supervision over the
shipping market. It has organized the rectification of transport market focusing on the dangerous goods
carriers and their operators, and has improved the administration on shipping market access andimplemented the compulsory scrapping system for the old and aged vessels. The MOC organized arectification of overload sand carriers in eight provinces and one municipality along the Yangtze Riverand the Pearl River. This effectively curbed overloading and improving shipping order in the Yangtze
River and the Pearl River Delta.
1.2 More standardized administration on international shipping market
Regarding the administration on market access to the international shipping market, the MOC included aninternational shipping column on its website to publish the application procedures and requirements. The
MOC strengthened its administration over the international shipping market order by investigating andpunishing those who violated the regulations, thus playing a positive role in maintaining fair competitionin the market. Additionally, the MOC launched an investigation into the legality of imposing terminal
handling charges in China by international lines service. This was the first such investigation since China
enter into WTO, and it drew wide attention from the shipping and trade circle. The investigative panel
heard the opinions from the ship owners and cargo owners strictly according to the relevant law, andprovided each party with a fair, just and full opportunity to express their views, Thus it creates a good
impression for maintaining a good market environment.
1.3 Enhancing collaboration and exchanges with the outside world
Chinese shipping industry is to maintain closer collaboration and exchanges with the outside world andact according to the principle of “bearing the overall strategy and situation in mind, and giving priority to
key projects, and conducting substantial cooperation.” China ought to promote regional and multilateral
cooperation, and enhance exchanges with the developed countries in maritime fields. Enterprises areencouraged to “go global” and raise their international competitiveness and to create a sound international
environment for Chinese ports, shipping and maritime industry to participate in worldwide competition.

2. The implementation of ISPS code
An amendment to SOLAS (International Convention for the Safety of Life at Sea) 1974 and the ISPS
(International Ship and Port Facility Security Code) were both passed at the diplomatic conference on
marine security in London in December 2002. These two covenants constitute an international framework
under which ships and port facilities can cooperate with each other to identify or even stop threats toshipping security. As a contracting state to SOLAS and the United Nations Convention of the Law of theSea, the Chinese government has already attached importance to the enforcement of these covenants. It
has ordered the Maritime Safety Administration of the MOC to be responsible for this enforcement. In

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this regard, about 1700 Chinese-nationality ships are required to obtain a Certificate of International Ship
Security before July 1, 2004, and about ten thousand security personnel working for companies and ships
must undergo security training.
2.1 Implementation of the conventions by the recognized security organizations
CCS is a state-approved security organization for ocean ship security. After it was authorized to do so in
June 2003, it immediately drew up the document A Guide to the Certification of Ship Security. On thebasis of the procedure documents of IACS PR24, PR25 and PR26 as well as IMO MSC77, CCS, it hascompiled three procedure documents: the Procedure of Approving Ship Security Plans; the Procedure of
Examining and Issuing the Ship Security Certificate; and the Certification and Training Procedure for
ISPS Auditors. So far, CCS has, on behalf of the Maritime Safety Administration, approved security plans
for more than four hundred vessels and conducted initial ISSC audit on over a hundred eighty ships.
2.2 Implementation of the conventions by shipping companies
Large state-owned enterprises such as COSCO and China Shipping have always been aware of thedevelopment of the conventions. They have organized experts to study these conventions, and cooperated
with competent authority and recognized security organizations to implement the conventions. Most of
the ships whose security plans have been approved and whose initial ISSC audit have been completed areships owned by those large companies. The Maritime Safety Administration is organizing a meeting forsmall and medium-sized ship owners and compiled A Guide for Ship’s Implementation of ISPS, which
includes how to understand ISPS Code, methods and procedures for security assessment, and how tocompile a ship security plan with a model provided. This will assist and encourage small and medium
companies to implement the conventions.

3. Establishment of Shanghai as an international shipping center
3.1 As the symbol of Shanghai to be built as an international shipping center, the Yangshan deepwater
port now has far-reaching influence in the shipping world. It is not only to receive the latest generation
container ships, but also to make Shanghai a pivotal port for container vessels in the region. It can beforeseen that this project will offer good cooperative opportunities for the development of international
shipping industry as well as the global supply chain operation.
3.2 Clearly, China’s rapid economic development, and its rise as a world factory in particular, hasresulted in a flood of raw materials, commodities and components inflow to its manufacturing centers,
and flood of consumer goods outflow to the market of US and Europe. “China factor” in recent years has
played a dominant role within container shipping and port sectors. The benefits to shipping lines and port
operators are obvious. As a result, several major container ports in China have become the regional hubs,changing the landscape of global port competition.
3.3 Seeking the economies of scale, shipping companies have increased the size of container ships. It
was at the beginning of 1996 that the first 6,000-TEU ship was put into the market. The current standardof a mega container ship or a super over Panamax, is a ship with a capacity of 8,000-TEU ship, which
first appeared in the market in 2003. The mega ship is more than 300 m long and 53 m wide, and its draft

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is 14 to 14.5 m. The growing trend of container ship size does not seem to be coming to an end. It wasreported last year that a Chinese shipping company had ordered four ships with a capacity of 10,000
TEU.
3.4 Where is the suitable place to build deepwater berth in order to meet the requirements either fromtraffic demand or from the enlargement of vessels? Port authorities are forced to invest additional
resources to accommodate mega ships when they are seeking the status of a hub port or a gateway port,
and Yangshan is an optimal choice.
The overall planning of Yangshan project is by lying on Yangshan Island chain to form the northand the south port areas. There will be a deepwater coastal line extending to 11 kilometers with thirty
berths, having a passing capacity of 15 million TEUs at the maximum. From long-term perspective, theYangshan port area is in possession of immense potential for development. According to the overallplanning, a land area of twenty-odd square kilometers can be formed with deepwater coastline stretchingfor twenty-plus kilometers along which over fifty large-scale berths will be arranged.
The starting point of the bridge is at the juncture of the major embankment and the sea-beach about
1.4 kilometers in the north and 4 kilometers from the eastern side of the wharf for passenger transport at
the Luchao Port of Nanhui District, Shanghai. Its terminal point is at Mt. Xiaochengzishan on the Qiqu
Archipelago of Shengsi County, Zhejiang Province. It is 31.5 kilometers in length, designed andconstructed in accordance with the standard for a two-way, six-lane freeway. The surface of the bridge is
31.5 meters in width, the designed speed for motor vehicle being eighty kilometers per hour. Under thebridge are a main navigation opening for 5,000-ton ships (the net height of the opening being forty
meters) and an auxiliary navigation opening for 1,000-ton ships.
To develop the value-added services, the The Luchao Harbor Auxiliary Area is located near thelanding point of the East China Sea Bridge. Its chief function is to provide coordinated services for the
Yangshan project, including water supply, power supply, communication, stripping and stuffing
containers, warehousing, multimodal transport, washing and repairing, dredging, highway andcorresponding comprehensive auxiliary functional facilities such as customs checking site, etc.

68

Session 6

3. The Pilotage System in China
Li Yuheng (China 2003)
Background
The pilotage system in China before renovation is always operated under the Port Authority, which was agovernment bureau at that time. With the deep change in China’s economic development, many things
must be done to fulfill the requirement of economy, the management system of pilotage is also included.
Modern and advanced management system should be set up to facilitate the shipping and to serve thepublic.
Due to the technique character and relatively low concentration, the pilotage system follows the oldcontrol scheme for a long time, and it also express its drawbacks and disadvantages. It calls the change ofmanagement system to better help the shipping and ensure safety.
In recent years, China MSA has endeavored to change the system and to make it modern andsuitable to the fast-growing shipping in China.

The aim of pilotage
Concerning on the structure and management of pilotage all over the world, you may find a number ofdifferences. Actually, there are benchmarks that everybody should observe in operation, the ultimate aim
being to set up and use a pilotage system. They are listed as follows in the order of importance:
1. To ensure the safety of ships, harbor, and to protect the marine environment
2. To ensure the efficiency of the pilotage
3. To ensure the consistent development of pilotage
4. To obtain profits from pilotage
Although numerous factors are involved, the identified body in command of pilotage system shallalways follow the only aims above whatever the system is a form of government employed, government
employed with own budget, self-employed, etc.
There is no context in the world to set up a unified “best” sample of pilotage given the various
political, geographic, economic situations. The different systems of pilotage have their own advantages
and disadvantages. When you want to do a change, every factor and consequence should be considered.

The current pilotage system in China
Due to the renovation of china in the past twenty years, the original government centralized control ofpilotage has been ultimately altered into different styles. Some of them have been assimilated as adepartment of Maritime Safety Administration (MSA)—specifically the government-employed, and someothers have been accommodated by other government bureaucracies as semi-governmental own-budget
bodies. No private company is permitted in this area or the association.

69

Session 6

For pilotage controlled by MSA, the role of safety escort is better implemented under the pressureof administrative orders. But due to the low fixed salary, it is difficult to urge the pilots to do more. They
always have excuses for escaping the hard work, and the headmaster of MSA is always involved with thenightmare of complaints about extra waiting time. At the same time, the income from pilotage must be
handed in to the central government for redistribution, usually it is less than expect. Therefore, it isdifficult to recruit experienced personnel, implement better training and buy new equipment. Anotherdanger signal is that some incompetent personnel have been introduced as pilots by means of the good
relationship with powerful officers to enjoy the relatively high salary of pilots and their leisure lives. Two
major drawbacks exist in this pilotage system: money and dependence character. Some dramatic
alterations are definitely wanted in order to reverse the path toward self-damage.
As to pilotage of semi-governmental own budget bodies, the pilots can get a higher salary than thegovernment employees and the equipment is better. Based on the flexible policy to repay the diligent andadvanced pilots, they are always eager to improve themselves and pilot as much as they can. Some
incompetent pilots are also inserted due to the government characters. It is seldom that the port authorities
spend money on the training of pilots, except the competition of other ports or a serious pilotage accident
forces them to do so. But one base stone has been removed when they are not under the control of MSA
but under the wings of port authorities (MSA and port authorities are separated in China). They can fix
the tariff themselves. Profit is the only parameter for making a decision. For example, PSC of a China
port has never received a deficiency remind from the pilot station after it was set up fifteen years ago.
Ultimate safety consideration is only carried on the moral level of pilots and worry about the reduction ofmoney. There are some accidents happened to the ships and pilots in the past years due to the fatigue or
the tough weather, but MSA can do nothing except marine investigation. There are two major drawbacks
in this system: no binding safety requirements and dependent character.

MSA macro-controlled pilotage system
Changes are definitely needed. An MSA macro-controlled own-budget and separate pilotage system may
be a good solution in consideration of the present situation of China (no private company can beadmitted). In this system, actually, it is an “internal private body,” which is independent on economy andmanagement. You can say it uses MSA to increase safety, own-budget to get money and separate to avoid
interference.
Advantages
1. MSA will be involved in the operation. Due to the duty of MSA, the basic safety factor will beobviously highlighted other than money. Based on natural advantages within the same administration,
more advanced developments can be easily achieved.
A. Shore Based Pilot (SBP) can be expected where VTS is under the command of authority.
B. The pilot pre-planning measure can also be well implemented with the aid of MSA.
C. More safety concerns will be considered by pilots in cooperation with shipmaster with the intent tokeep the certification and earn more money.

70

Session 6

2. Own-budget can provide enough money for improvement and evade the duty to hand in the money tothe central government. Money is very critical for a flourishing future. Internal energy initiated from thepressure of contract and expectation of the potential competitors will be transferred to the systematicconstruction.
A. To comply with the requirement of MSA certification and examination, effective training must be
implemented with strong money support. Fixed systematic training principle will also be observed
to ensure compliance with the quality-control audit.
B. More advanced equipment will be added when money is available. Of course, this investment can
improve the efficiency of pilotage and can bring more money back. It is a win-win situation and canbe readily accepted.
C. More money can provide good opportunity to recruit the experienced personnel, which is critical tothe development of pilotage, to barrier the competitors in the next contract and to strengthen itself inthe process of evaluation.
3. Macro-control means that MSA will not interfere the ordinary operation of pilotage. Meaning ofcontrol can only be identified as tariff setting, pilot certification and revoke, quality control (ISM code
can be used), internal contract, and evaluation. The pilotage body can implement its development plan
freely with a good balance of safety and profit.
Disadvantages
1. Interference
It is hard work to guarantee the separation from the administration under this circumstance. Someinterference will come from the internal MSA to pull back the system to government-employed type. So,some legislation or internal discipline work will be done in advance to ensure the legal position of thepilot station manager. It is important that he is not vulnerable to the arrangement of MSA. The effect ofthe powerful background will be diminished by the fixed strict responsibility rooting policy inside MSA.
2. Natural monopoly
Maybe competition is a good solution. But based on the investigation, it is proved impractical andunacceptable. Some measures should be taken by MSA to goat the pilotage to go faster and get a goodbalance of safety and profit. Strict evaluation, certification, contracting are all good tools to be used.
3. Working hours
Extra working hours of pilots are always there for more profit and low cost. National legislation withreference to the international conventions should be adopted. Moreover, some administrative codes andprinciples can be used to protect the pilots and ensure safety of vessels, i.e., the extra-hour complaining
discipline.

Measures taken and resolution
In 2006 the Ministry of Communication has taken measures to regulate the pilotage system all over the71Session 6

world. The aim of the enforcement is to put different pilotages in china ports under government
management. Depending on various situations in different ports and inconsideration of the big profit
influences, those measures aren’t so deeply drafted. It is the first step to regulate them under government
strong control and put more safety management requirements to port authorities. And the second step isnow being researched aiming to put more safety factors into the government management structure,maybe separate the management duty from port authorities to MSA. China MSA will be given greater
power to control the operation of pilotage. The actual program is being planned. But concerning on thegreat money originated in the pilotage to those Port authorities, it is anticipated that it will be hard to get
the control power from Port authorities.
After all, it is a big task for changing from one to the other. Every change can bring both newadvantages and drawbacks. The only parameter to evaluate the change is listed in the beginning of thisarticle. If we can come closer to the aims, it is a good change. Maybe we can never become “perfect,” but
we can be better.

72

Session 6

4. Maritime Education and Training Profile in Indonesia
Fadjar Santoso (Indonesia 1990) and Antoni Arif Priadi (Indonesia 2006)
The world has come to realize the global importance of the shipping industry, but the human resources
who operate the ship are also very important. Their contribution ensures the safety, security and efficientshipping as the IMO mandate. The maritime education and training institution, as a place where theseafarers obtain learning both theoretical and practical as required by STCW 1978 (amended in 1995) is
one of the institutions responsible for the competency of the seafarers. Indonesia, as one of the countries
supplying seafarers, is responsible for the competency of Indonesian seafarers. Through education andtraining at maritime institutions, the Indonesian government assures the quality of Indonesian seafarers
according to the QSS (Quality Standard System) as required by the STCW 1978 (amended in 1995),
particularly Regulation I/8 regarding quality standards. In this paper the profile of maritime education andtraining in Indonesia will be presented, including an overview of maritime education and training
institutes under the Education and Training Agency, the vision and mission of each institution and theoverall program offered by the each institution.

MINISTRY OF TRANSPORTATIONINSPECTOR
GENERAL

SECRETARY
GENERALEDUCATION AND
TRAINING AGENCY(ETA)

DIRECTORATE GENERALOF SEA COMMUNICATION(DGSC)SECRETARYOF DGSCSECRETARY
OF ETA

DIRECTORATE OF
MARINE SAFETY AND
SEAFARERSMARITIMEEDUCATION AND TRAINING
CENTRE (METC)
MERCHANT MARINEHIGHER EDUCATION(STIP) JAKARTAUPGRADING, REFRESHING,
AND REVALIDATING OF
SEAFARERS INSTITUTE(BP31P) JAKARTA

MERCHANT MARINEPOLYTECHNICS (PIP)
SEMARANG

MERCHANT MARINEPOLYTECHNICS (PIP)
SEMARANGRATING AND
VOCATIONALSCHOOL (BP21P)
SURABAYARATING AND
VOCATIONALSCHOOL (BP21P)
BAROMBONG

RATING AND
VOCATIONALSCHOOL (BP21P)
TANGERANGSEA
TRANSPORTATIONEDUCATION &TRAINING SCHOOLSUB DIRECTORATE OF
NAUTICAL, TECHNICALAND RADIO INSPECTIONSUB DIRECTORATE OFSEAWORTHINESSCHAIRMAN OF BOARD OF
EXAMINATION FOR
SEAFARERS

VICECHAIRMANSECRETARYEXPERT
STAFF

SUB DIRECTORATE OF
SHIP'S MEASUREMENTSUB DIRECTORATE OF
SEAFARERS

EXAMINERSSUB DIRECTORATE OFPOLLUTION PREVENTION

The maritime education and training is administered by the Education Training Agency (ETA)
which is at the same level with the Directorate General of Sea Communication (DGSC) as the Maritime
Administration in Indonesia. The ETA and the DGSC are directed by the Ministry of Transportation. The
ETA vision is to produce the human resources that demonstrate excellence in both national andinternational region at the transportation sector. The ETA, in administering the maritime education andtraining, is technically assisted by the Maritime Education and Training Center (METC).

73

Session 6

The METC comprises three segments, as follows:
The first segment is its superior, providing accurate information and advice regarding education andtraining within the scope of the sub-sector of sea communications.
The second segment is its subordinate, including the coordination of conduct of seafarer training;providing new qualified staff as required by each institution; and conducting cooperative programs suchas specialized and integrated training, which are not covered by any of its subordinates when necessary.
The third segment is the Directorate General of Sea Communications:¡ Providing in-service training for the staff to enhance KUP to perform a skillful and professional
instructor, assessor or examiner;¡ Giving recommendations in the process of program approval;¡ Giving technical assistance and administrative assistance when required.
The vision of the METC is to ensure that the professionals in the sub-sector of sea communications
are able to promote safety, speed and reliability within the efficient global sea transportation system.
Currently there are eight maritime education and training institutions within the categories ofhigher education, polytechnic, vocational school, and official education and training. Their locations are
spread across the country, as shown on the map below:
The vision, mission and the target of each of those institutions are described as follows:

BP2IP
BAROMBONG
BP2IP
TANGERANG
BP3IP
JAKARTASTIP
JAKARTA74

BPPTL
JAKARTAPIPSEMARANG

BP2IP
SURABAYAPIPMAKASSAR

Session 6

1. STIP (The Maritime Higher Education) JAKARTA
A. The vision is to become a “maritime center of excellence of international standards”
B. MISSIONS:¡ To conduct maritime education to international standards;¡ To contribute ideas to the development of national and international maritime sectors;¡ To give maritime information to related parties;¡ To develop people who have a profound love for maritime.
C. TARGETS:
As an institution of higher education, STIP has four targets:¡ To produce graduates who meet the professionalism criteria;¡ To produce graduates with good English communication skills;¡ To produce graduates with good attitude;¡ To produce graduates with global knowledge.

2. BP3IP (The Seafarer Education, Refreshment and Upgrading Institute)
A. The vision is to produce experts who have professional quality in engine and deck merchant marine,
usually oriented to customer satisfaction in the year 2005 for compliance with national andinternational standards in order to fulfill the needs of the merchant marine fleet.
B. Missions:¡ Make the best of human capability to produce graduates, so it is always agreed to national andinternational standards;¡ Try to improve human potential from time to time to keep the application of the Quality
Management System and Quality Standard System, so the quality of the product could fulfill
customer needs;¡ Improve the quality and organization of human resources so they are able to work independently
to achieve efficiency and effectiveness in carrying out the works that in turn will benefit thefulfillment of prosperity for civitas academic.
C. Targets:¡ To implement seafarer education and training according to national and international regulations
and constitutions, as well as to maintain and to improve qualified guidance and documents inorder to guarantee best services of seafarers maritime education and training to customers;¡ To produce experts in deck and engine merchant marine who are able to think scientifically andtechnologically, be responsible for their respective ranks of competence, and able to accompany
to the shipping science and technology as well as navigation based on character, professional
acumen and social competence.

3. PIP (The Maritime Polytechnics) SEMARANG
A. The vision is intended to be an excellent qualified maritime educational institution in ASEAN by
the year 2010.
B. Missions:¡ Providing education and training program to youth in Indonesia to be merchant marine officers
and port & shipping management officers who possess national and international standards of75

Session 6competence;¡ Providing education and training program to youth in Indonesia to be merchant marine officers
and port & shipping management officers who possess personal qualifications which are gained
through mental and moral education;¡ Enhancing the quality of teaching learning process through curricula development, increasing thequality and number of facilities for training and education and developing human resources
quality;¡ Providing graduates who are responsible and able to think logically and scientifically.
C. Target:¡ Providing education for senior high school graduates to be merchant marine officers and port &shipping management officers who posses both national and international standards ofcompetence, excellent personality based on Indonesian ideology (Pancasila).

4. PIP (The Maritime Polytechnics) Makassar
A. The vision is the establishment of Makassar Maritime Polytechnic as an excellent center ofeducation and training in merchant marine and port & shipping management, with emphasis on
customer satisfaction and trust.
B. Missions:¡ To provide education and training fora. Merchant marine officers;
b. Port and shipping management officers who fulfill the national and international standards ofcompetence with particular regard to customer satisfaction;¡ To manage and carry out the institutional research;¡ To carry out public service.
C. Target:
To provide professionals:¡ Merchant marine officers;¡ Port and shipping management officers who perform good attitude and are responsible forcarrying out their duties on board seagoing ships, and/or port and shipping operations.

5. BP2IP (The Seafarer Education and Training Institute) Surabaya
A. The vision is as an institution able to contribute the professional seafarers based on the national andinternational standards.
B. Missions:¡ To conduct the education and training of marine based on the national and international
standards;¡ To implement the quality management system consistently throughout the process of training andeducation;¡ To strive to meet the customer expectations.
C. Target:
Based on the above reason, there isn’t any doubt Surabaya Merchant Marine School, in serving its
dynamic maritime role, always refers to the development of science and marine technology as well76

Session 6

as the future demands of the global maritime market, based on the national and international
standards.

6. BP2IP (The Seafarer Education and Training Institute) Barombong
A. The vision is to conduct the education and training for deck and engine departments at Rating andVocational levels to support the execution of duties in sea communication sub sector.
B. Mission:
The function of Barombong Rating School is to train seafarers for deck and engine rating andvocational is implemented based on quality standard according to Regulation 1/8 of the international
convention on the STCW 1978 and all its amendments, while the quality manual, quality procedures
and working instructions are based on ISO 9002.

7. BP2IP (The Seafarer Education and Training Institute) TANGERANG
A. The vision is to produce qualified competence seafarers in accordance with national andinternational standards.
B. Missions:¡ To improve the effectiveness of students competency standards achievement;¡ To improve work and trade partnership along with shipping companies, maritime industries,
seafarers profession organizations, educational institutes and education and training institutes;¡ To optimize the resources for the maintenance and improvement of education and training
facilities;¡ To develop market networks for graduates regionally and internationally.

8. BPPTL (Sea Transportation Education and Training School)
The vision is to create professionals in sea communication sub sector in supporting safety, speed,
reliability in the worldwide national transportation system.
The overall program offered by those institutions is mostly all courses as required by the STCW
1978 as amended 1995. The courses offered fall into two main categories: courses for the Certificate ofCompetency and courses for the Certificate of Proficiency. The courses in the former range from Class I
certificate up to rating certificates, while the courses in the latter range from basic safety training,
proficiency survival craft and rescue boat, advanced firefighting and so on. Additionally, some of thoseinstitutions also provides and conduct a special course on the demand of customer. The population ofIndonesia seafarers who hold the certificate of competence and certificate of proficiency is described in
the table below.
Along with those institutions, several private maritime institutions (including academies andvocational schools) are administered cooperatively by the Education and Training Agency, the Ministry
Education and the Maritime Administration. Those institutions are also administered through therequirements of Indonesian QSS.

77

Session 6

NO.
DECK DEPARTMENT
1
Deck Officer Class _ I
2Deck Officer Class _ II
3
Deck Officer Class _ III
4
Deck Officer Class _ IV
5
Deck Officer Class _ V
6Deck Rating
TOTAL
GRAND TOTAL

NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

78

SUB TOTALNAMES OF CERTIFICATE
Radar Simulator
ARPA Simulator
ROC for the GMDSS
GOC for the GMDSS
Tanker Familiarization Course
Oil Tanker Training
Chemical Tanker Training
Gas Tanker Training
Crowd Management
Crisis Management
Basic Safety Training
Advanced Fire Fighting
Survival Craft and Rescue Boats
Medical Emergency First Aid
Medical Care
Ship Security Officers
Company Security Officers
Port Facility Security Officers

ENGINE DEPARTMENT
Engineer Officer Class _ I
Engineer Officer Class _ IIEngineer Officer Class _ IIIEngineer Officer Class _ IVEngineer Officer Class _ V
Engine Rating
TOTAL
certificates

SUB TOTALSUB TOTALSession 6

5. On-Board Training in Japanese Maritime Education and Training (MET) System
Naoki Saito (Japan 2004)
1. Introduction
The Japanese shipping business is booming in the background of a growing Chinese economy in recent
years. Shipping companies need qualified seafarers, given the increasing numbers of ships in operation.
On the other hand, the number of Japanese seafarers continues to decrease. Moreover, Japanese-flagged
ships have diminished in number since the Plaza Accord (1985). Nowadays, the human element is evermore important to safe, secure and efficient shipping from the perspective of a multinational crew.
Although on-board training is a traditional part of MET, it is necessary not only for skills and knowledge
but also for acquiring the mindset of a seafarer. The purpose of this paper is to introduce current on-board
training in Japan and to provide a blueprint for future assignments.

2. Ship’s Officers Training Institutes (SOTI)The Japanese MET system has SOTI as follows:¡ Grade 3 Maritime Officer (N, E) (Goal: Officers on ocean-going vessels)
Annual students capacity
University (2)160College (5)200Technical college (1)30

Seagoing experience
1 year(Total training hours: 1,500 hrs)

¡ Grade 4 Maritime Officer (N, E) (Goal: Officers and ratings for coastal vessels)
Annual students capacity

Seagoing experience

Polytechnic college (2)200

9 months

Polytechnic school (5)180(Total training hours: 1,100 hrs)

Seagoing experience is provided by training ships belonging to the National Institute for Sea
Training (NIST), a specialized institute for on-board training.

3. Specialized institute for on-board training – NISTGoal
The goal for NIST is to cultivate in the cadets in adaptability, discipline, a sense of responsibility,
determination, endurance, a sprit of cooperation and international-mindedness that are indispensable
elements for ship’s officer.
Objectives
The objectives are;
¡ To provide on-board training for SOTI’s cadets by using five pure training ships¡ To carry out research in ship operation, environmental protection and teaching pedagogy for79Session 6

effective on-board training¡ To contribute to maritime society by opening up training ships to the public.
Training ships
NIST has five training ships, comprising two sailing ships and three motor ships.
The number of cadets
NIST offer on-board training to approximately 1,600 cadets per year. The total number of cadets in sixtytwo years, 1943 to 2005 amounts to 130,000.
Additionally, since 1997, NIST have provided
the foreign participants (Bangladesh, Indonesia,
the Philippines and Vietnam) of Japanese
Official Development Assistance (ODA)
Seafarer’s Training Scheme with three months’
on-board training.
Current important points of on-board
training
m Substantial basic competence as a seafarer
Ship operation is moving towards automation
due to the driving force IT and newtechnologies. The teaching method of MET is
also progressing toward more effective training
and cost-efficiency due to computer andsimulator utilization. However, basic
competency as a seafarer in the twenty-first
century is still the same as it was in theprevious century because the stage for ships ison the sea forever. Therefore, NIST takes careof both advanced training, like an on-board
ship handling simulator, and of traditional
training method, which is sail training for
substantial basic competency as a seafarer.
m Building up Maritime English
Today a ship’s crew is organized by amultinational as a result of the Flags ofConvenience (FOC). Communication ability
through English is important for the non-native
English seafarer. Taking good language fluency
into account, NIST has had a Filipino seafarer
as an on-board assistant adviser of practicalEnglish communication since 2003. We

80

Session 6

received the evaluation of the maritime English program with assistant adviser by Mr. Clive Cole (WMU)
in 2006 to improve the training program. Additionally, we provided on-board training with the mixed
cadets from Japan and overseas.
m Satisfaction of shipping industry needs
The shipping industry is one of the customers of NIST. It is important that we maintain a good
relationship between industry and education by identifying the needs for young seafarers. We had aroundtable meeting with members of the industry to discuss the kinds of training needed for real-world
shipping. As a result, we put more emphasis on both navigational safety and occupational safety
education and training.
Quality Standard System (QSS)NIST established QSS, based on STCW convention, in 2004 to improve the quality of training throughself-evaluation and third-party evaluation. Although the satisfaction level of training depends on the
cadets, this quality level is generally high, particularly by the end of training. At the same time we deal
promptly with the dissatisfied factors from cadets, even if it is a trivial matter. We strive continuously to
improve our quality for the sake of our cadets and the industry.

4. Future assignments
m Continuous improvement of our training
We cannot progress in a manner contrary to technological development and the maritime economic
environment, so it is important that we integrate such factors with the traditional on-board training. We
strengthen Maritime English training and our teaching pedagogy as an on-board training specialist.
m Good relationship with shipping industry
We maintain the relationship with the shipping industry after establishing QSS. Our training has to beconsistent with the needs of the industry so that safe, secure and efficient shipping can be ensured.
Roundtable meetings with industry are useful not only for the exchange of current information but also
the sustainable development of MET.
m Institutional development
On-board training has so far been provided by the public sector, where the financing comes from thegovernment. However, it is difficult tomaintain the costly training system despitechanges in governmental policy and Japanese
shipping. Taking the changing situation into
account, we try to save costs—particularly
given the high oil prices—and take theopportunity to develop staff so they cansurvive in maritime society.
Reference:“Annual Report of Sea Training 2005”
National Institute for Sea Training, Japan
http://www.kohkun.go.jp/index_e.html

81Session 6

6. Issues Pertaining to the Straits of Malacca
Krishnan Balakrishnan (Malaysia 1990)
1. Introduction
Geographically, Malaysia has an extensive coastline of almost 4,675 km covering both peninsular
Malaysia as well as the east Malaysian states of Sabah and Sarawak in Borneo. The Straits of Malacca,
which is a strategically important East-West shipping route, lies along the west coast of peninsular
Malaysia. The Straits of Malacca waterway measures approximately 900 km and is strategicallyimportant to Malaysia by virtue of its role as a major thoroughfare for international and national shipping.
A large proportion of Malaysian trade moves by sea through the Straits of Malacca. This is generally
because its major ports located along the Straits, which account for more then 80% of Malaysia’s
seaborne trade. The littoral states that border the Straits of Malacca are Malaysia, Indonesia andSingapore, and these three countries have a joint responsibility to ensure the safety of navigation and the
security of the Straits. The close proximity of the Straits of Malacca to the west coast of peninsular
Malaysia has given rise to various contentious issues. From the maritime perspective, these issues range
from political, strategic, economic, safety and security, as well as environmental matters. These issues
have strongly influenced the current maritime affairs of Malaysia, and it is likely they will do so in the
future if no effective solutions are worked out to address them.

2. Significance of Safety and Security
It is therefore not surprising that the safety and security issues are of paramount importance not only for
Malaysia but also for the region and foreign countries at the international level, including the main
players in the shipping fraternity. Because such the issues and policies relating to the Straits of Malacca
are very important, they are high on Malaysia’s priority list. Furthermore, the Straits of Malacca hasgained international prominence in the wake of the 9/11 tragedy that struck the United States and theunrelenting terrorist threats and activities around the globe. This is further compounded by the long
history of piracy attacks in the Straits of Malacca, which has brought the shipping community severe
losses, including the deaths of seafaring personnel. Under these circumstances, the maritime security
along the Straits of Malacca has become the leading issue for all the concerned parties, particularly thelittoral states bordering the Straits of Malacca, foreign countries that are acutely dependent on safe
passage via the Straits of Malacca and the shipping community.

3. Shipping via the Straits of Malacca
The shipping traffic along the Straits of Malacca has been increasing rapidly over the years. With theglobalization of trade and the rapid growth in international trade, the movement of vessels via the Straitsof Malacca is expected to expand even more rapidly in the future. The movement of vessels via the Straitsof Malacca is reflected in Table 1. It is evident that if the growth rate of vessels using the Straits continues
to expand in the same manner in the future we should expect the shipping traffic to increase to 100,000
vessel movement per year by 2015. This would mean an average of 275 movements per day andapproximately twelve movements per hour. Currently, more then 50% of the vessels that move throughthe Straits are liquid bulk carriers, dry bulk carriers and container vessels. The major risk lies with the82Session 6

liquid and dry bulk carriers, especially the VLCCs, because a mishap either in terms of safety or security
could result in a major disaster. This could lead to the blockage of the Straits and damage to theenvironment, which would lead to heavy losses for the littoral states and the shipping fraternity. Thus it isimperative that the littoral states should take the lead role in ensuring that the Straits of Malacca is safe
and secure for the shipping community.
TABLE 1
MRCC -MARITIME CASUALITIES REPORTED 1995-2005
TYPE OF CASUALITIESYEARCOLLUSIONSUNK

AGROUND

TOTAL

1995

9

23

5

42

1996

4

25

2

35

1997

13

20

4

41

1998

11

15

2

30

1999

11

29

6

48

2000

5

35

6

53

2001

15

39

6

65

2002

11

28

10

56

2003

16

21

1

42

2004

5

3

2

11

2005

8

7

3

20

4. Focus on Safe Passage in the Straits
As far as the littoral states are concerned, the principal focus is now on the safety and security of theStraits of Malacca. Whereas ship safety can be managed through proper navigational aids and facilities
supported by the littoral states, the question of security is rather complicated for various reasons. As canbe seen from Table 1, the accidents involving ships in the Malacca Straits have declined over the last few
years despite the increase in vessel traffic via the Straits. Notwithstanding the expected growth inshipping via the Straits of Malacca, it is possible to control such accidents by installing advanced
navigational aids, navigational assistance, better management and control of the Straits. In this respect,
the cooperation of the littoral states is of paramount importance. Herein the question also arises as why
the littoral states should bear the full burden of the cost of providing shipping aids for the Malacca Straits.
The beneficiaries are not only the national and regional shipping lines but also include a large percentage
of other foreign international shipping concerns. Taking this into consideration, the littoral states arerequesting a wider latitude and spread of sharing the burden of the costs incurred by the littoral states forthe services and facilities provided in the Straits of Malacca. Such a move will reduce the cost borne by
the littoral states while ensuring that better facilities are provided for the safety and security of the vessels
transiting the Straits. This policy, which has Malaysia’s support, has received positive response fromsome of the foreign countries and would be tabled before the international community for endorsement
and support. If this proposal is accepted by the world community and implemented soon, it would hasten

83Session 6

the drive to provide better services to safeguard the shipping sector and also protect the Straits and thecoastal environments of the littoral states.
TABLE 2PIRACY INCIDENTS IN THE STRAITS OF MALACCA
1999-2006
YEAR

NO. OF VESSELSACTUAL ATTACKSATTEMPTED ATTACKS

1999

43,9640

2

2000

55,935

37

38

2001

59,3148

9

2002

62,393

13

3

2003

62,334

9

19

2004

63,636

17

20

2005

62,621

10

9

2006

5. Security Issues related to the Straits of Malacca
Regarding security issues, the focus is mainly on two aspects: piracy and terrorist threats. It is arecognized fact that from time immemorial piracy has been a major concern for shipping in the region ofSoutheast Asia. Despite modernization and advancement in technology in the maritime sector, piracy
continues to be a major problem in this region and, in particular, the Straits of Malacca. It appears thatpiracy in the Straits of Malacca is well organized. The culprits are well informed about the shipparticulars and movements, which enable them to mount attacks on ships plying the Straits. As far as theacts of piracy in the Straits are concerned, there are indications that such acts have shown a declining
trend over the last few years, as indicated by Table 2. This shows that the efforts made by littoral states,
including Malaysia to prevent piracy are becoming more effective with the passage of time. However,piracy has not been eliminated altogether. As such, the piracy threat remains as serious as ever in the
Malacca Straits.
In addition to piracy, the implications of the terrorism-related security issues for Malaysia and its
neighbors have been raised by various parties as a result of 9/11 and the subsequent war in Iraq and
Afghanistan. Judging by the way these issues have ballooned over the past few years, it is clear that theinternational community and the shipping fraternity are concerned about the spill-over effects in theStraits of Malacca. This has been fueled in part by the terrorist attacks in Bali and Jakarta and the concernthat terrorist elements are active in the region.
As a result of these problems, the Lloyds Joint War Committee declared the Straits of Malacca a“war risk area” in June 2005. This created a perception that the littoral states are unable to safeguard theStraits of Malacca. Invariably, such a move has prodded the littoral states to intensify their efforts to bring
the Straits of Malacca crime and security situation under control. Another unexpected development fromthis declaration is that PMSCs (Private Maritime Security Companies) have taken advantage of the84Session 6

situation by offering security services for merchant vessels that are transiting the Straits. This scheme is
not endorsed by the littoral states. In fact, it has created a lot of concern with regard to the legality of suchservices and the question of sovereign rights over such activities in the territorial waters of the littoral
states. This matter has not yet been resolved, but it is being discussed by the littoral states so that it can becontrolled in a proper manner in accordance with the laws of the littoral states. Otherwise, it could
become a precedent for other parties to encroach upon the sovereign rights of the littoral states.
Some aspects of these issues that need to be recognized are:
1. The Straits of Malacca shipping lane is critical for international trade, particularly for East-Westtrade, including regional and domestic trade. Therefore, in economic terms this route is critical forcountries like Japan, China, Korea, Taiwan and other ASEAN countries. Safe, secure passage isvery important.
2. Politically it has strategic significance for the littoral states as well as for superpowers like the U.S.
and its allies for the movement of naval vessels.
3. Littoral states are concerned about their sovereignty over the sea lanes in the Straits of Malacca andwish to safeguard their political and economic interests. Catastrophic damage could result from any
attack on large petroleum carriers that could destroy the marine environment in this region or block
the sea passage.
4. Concern of other nations in regard to the Law of the Sea Convention, which allows littoral states toextend their territorial limits and the span of control. There is a fear that such moves could affectinnocent passage and limit the type of vessels that could use the Straits.
5. Lloyds’ declaration of the Straits of Malacca as a war risk area and its impact on shipping and thelittoral states.
6. Action by PMSC to provide armed escorts/security services within the Straits that is a major
concern for the littoral states.
7. Active cooperation among the littoral states in resolving Straits-related issues is imperative for thepresent and the future.
8. Common effort to share the burden of cost for the safety and security is vital to manage and control
the Straits of Malacca.

6. Conclusion
The Malaysian Government has taken various steps through international forums i.e. IMO and otherregional conferences as well as national level initiatives through conferences within Malaysia to addressthese issues, create awareness and develop suitable policies, plans and strategies to overcome the safety
and security issues pertaining to the Straits of Malacca. The action taken in Malaysia through the LIMA
Conference in December 2005 and the Fifth MIMA Conference in August 2006 on the issues pertaining
to the Straits of Malacca is indicative of the seriousness with which Malaysia is approaching these issues.
Malaysia has also set up the Malaysian Maritime Enforcement Agency to prevent unlawful and criminal
activities in the Straits of Malacca. This agency has already commenced its operations in peninsular
Malaysia, covering the Straits of Malacca. Apart from this Malaysia also works closely with the otherlittoral states Indonesia, Singapore and Thailand to tackle the issues relating to the Straits of Malacca.

85

Session 6

This has led to joint sea patrolling of the Straits, exchange of intelligence information and monitoring theStraits via an “eye in the sky.” These measures are taken by the littoral states to prevent any form of
criminal activity from occurring in the Straits. The level of cooperation is good, but this can be further
strengthened to achieve better results in safeguarding the Straits of Malacca. In this respect it is importantto recognize that the safety and security of the Straits is not only the responsibility of the littoral states but
also the responsibility of other foreign countries and the shipping community that are beneficiaries of theuse of the Straits. The scale of preventive action that needs to be taken is huge and the investment costs
are also high. Accordingly, it is imperative that a suitable scheme is developed for sharing the cost of
securing a safe and secure sea lane via the Straits of Malacca. Sharing the burden of such cost will spurthe littoral states to move more quickly in this direction and maintain control of the Straits.

86Session 6

7. Maritime Affairs in Malaysia
Mohd Fairoz Bin Rozali (Malaysia 2006)
1.0 Overview of Malaysia as a Maritime Nation
Malaysia as a Maritime Nation
Aiming for the development of Malaysia as a maritime nation is capable of enhancing shipping and port
capacity, optimizing human resources, ensuring the safety of ships and navigation, and providing efficientancillary services.
Profile:Geographically, Malaysia is a maritime nation almost entirely surrounded by water. In fact, its sea area issignificantly greater that its total land area. Malaysia’s maritime zone comprises its internal waters,
territorial sea and exclusive economic zone. Additionally, its vast continental shelf provides an importantsource of seabed resources, particularly oil and gas. This is hugely important as oil and gas now provide
the main driving force of our economy.
Location: Southeastern Asia, peninsula bordering Thailand and the northern one-third of the island of
Borneo, bordering Indonesia, Brunei and the South China Sea, south of Vietnam
Consisting of: 13 states – Johor, Kedah, Kelantan, Melaka, Negeri Sembilan, Pahang, Perak, Perlis, Pulau
Pinang, Sabah, Sarawak, Selangor, and Terengganu; and one federal territory (Wilayah Persekutuan) withthree components, city of Kuala Lumpur, Labuan and Putrajaya
Coastline: 4,675 km – (Peninsular Malaysia 2,068 km, East Malaysia 2,607 km)
Geographic Location: Strategic location along Strait of Malacca and southern South China Sea

2.0 Maritime Related Policy of Malaysia
2.1 Introduction
Maritime industry is one of the most important industries for Malaysia economy. In fact, Malaysia’s huge
external trade is almost entirely transacted by water. Statistically, approximately 95% of Malaysia’s
imports and exports are through seaborne transit. In monetary terms, this amounts to more than RM660
billion (US$170 billion) annually, which is a large sum of money by any standard. Indeed, this represents
almost the entire livelihood of Malaysia’s economy. Therefore, regarding the effective regulation of theshipping industry, it is imperative that Malaysia do so effectively and efficiently. Shipping services in
Malaysia must continue to be safe and secure and at the same time, do not harm the marine environment.
It should be noted that Malaysia does not represent the main registry of international shipping but
we do have a fleet of competitive size. According to the statistics released by Lloyd’s Register of87Session 6

Shipping in 2005, Malaysia ranked number 18 in terms of ship tonnage, with slightly more than 6 million
gross tons. More significantly, Malaysia is among the leaders in the oil tanker and LNG sectors.
Additionally, with the geographical location of the Straits of Malacca, the busiest strait in the world(situated between Malaysia, Indonesia and Singapore) with 25% of world trade and 50% of the world’s
oil trade passageways, are stronger reasons for Malaysia to be proactive. It is important that Malaysia takesteps ahead of the required actions to ensure the continued safety and security in the use of the Straits.
Apart from that, Malaysia, being a Council Member since 2005, having given the paramount task andresponsibilities to Marine Department Malaysia (MARDEP) as a focal point to ensure that the nation
work proactively in advance of any possibility of serving as a maritime nation in conjunction with thetechnical development of the IMO effort.

2.1 Governmental Bodies, Associations and Agency Industries Involved
2.1.1 Government Sector(i) Ministry of Transportation (MOT)¡ Formulate policies relating to shipping and maritime safety, as well as the development andoperation of sea transportation, ports and shipping;¡ Plan, coordinate and monitor projects relating to ports and maritime related to various agencies
under the Ministry portfolio;¡ Study, review and prepare new laws relating to ports and shipping, and ratify international
conventions under the International Maritime Organization and bodies related thereto.
¡ Coordinate inter-sector maritime activities toward the creation of integrated ocean management.
(ii) Marine Department Malaysia
Profile:The Marine Department was established with the objective of ensuring a safe maritime transportation
system and the protection of the marine environment in the development of a quality maritime industry.
Generally, the Department implements the following functions:a. Government policies involving merchant shipping, which are formulated from time to time;b. Ensures the safety of maritime transportation and navigation;c. Enforces the laws on maritime shipping and other related laws;
d. Encourages the development of a quality maritime transportation industry in keeping with thegovernment policy designed to establish Malaysia as a maritime nation.
(iii) University of Technology, Malaysia (UTM)
UTM, through Department of Marine, Faculty of has been recognized as one of the public academic
institutions that contribute to the technical development of maritime industries in Malaysia.

88Session 6

2.1.2 Private Sector(i) Maritime Institute of Malaysia (MIMA)
ProfileThe Institute takes a comprehensive approach in dealing with maritime issues. Its role is to deal withnational, regional and global maritime matters affecting Malaysia. MIMA is therefore expected tocontribute toward a meaningful, comprehensive and cogent national maritime policy for Malaysia.
A key task of the Institute is to complement the efforts of the various government agencies
involved in the maritime sector by mobilizing expertise to assist and support them in the planning andimplementation of national maritime policy. The Institute’s role will be both advisory and consultative.
MIMA will provide advice and second opinions to government agencies and other relevantorganizations. The Institute also has the task of promoting the free exchange of ideas on all maritime
matters.
(ii) Malaysian Ship Owner’s Association (MASA)
ProfileMASA participated in dialogues and meetings with the government and private sectors on trade andshipping matters, including: the Economic Planning Unit of the Prime Minister’s Department; Ministryof International Trade and Industry; the Ministry of Transport; Ministry of Finance; Ministry of Human
Resources; Ministry of Science, Technology and Environment; the various Malaysian port authorities
and operators; and marine departments, for the sake of discussing matters of mutual interest.
MASA is a founding member association of the Federation of ASEAN Ship Owners’ Associations(FASA), and plays an active part in the regional activities and projects. The Association is also amember of the Asian Shipowners’ Forum (ASF).
The members collectively own 589 vessels with a combined gross tonnage of 6.60 million tons
representing approximately 70% of the national total.
(iii) Malaysian Maritime Institute (IKMAL)
ProfileThe Institute Kelautan Malaysia (IKMAL) is a maritime professional body for all those engaged in or
associated with the maritime industry in Malaysia. IKMAL was established in 1985 with the objectiveof enhancing the development of the science and practice of the maritime profession as well as
encouraging the pursuit of excellence in all spheres relating to the maritime industry.
Its activities include conducting maritime conferences, seminars and forums. IKMAL also
publishes the biannual Journal of Maritime Malaysia and provides advisory services to members andthe industry on maritime matters. Additionally, it offers an avenue for networking and liaison withgovernment agencies and maritime organizations within and outside the country.
The membership includes master mariners, deck officers, marine engineers, radio officers,
marine pilots, marine lecturers, marine surveyors, port and shipping executives, marine executives,

89Session 6

maritime lawyers and other maritime professionals. Its corporate membership includes shipping
companies, port authorities, port and terminal operators, forwarding and logistics companies, marine
engineering and services companies, maritime training institutions, maritime services and consultancy
companies and other maritime-based companies.

2.2 Maritime-Related Policy Body
2.2.1 Who in the government deals with maritime issues?
¡ Collectively, all advice and opinions of a maritime nature are integrated through seminars,
discussions, meetings, bilateral agreements and other means of communication by the Ministry ofTransportation, which acts as a meeting point between government and industries.
¡ The Marine Department as a delegation/representative attending the IMO meetings will deliberateon Malaysian concerns and interests during the meeting.
¡ After meetings, the results and findings will be prepared and delivered to the Ministry ofTransportation for deliberation involving interested parties (government and private sectors) andfinal decisions by the Minister of Transportation.

2.3 Quality Shipping¡ Sub-standard shipping due to:™ Crew’s incompetence™ Non-compliance of the international conventions of the national laws
¡ As a flag state, the MARDEP plays an important role in promoting the quality of shipping in its fleet
under the Malaysian flag, which should satisfy following criteria:™ Ratification of the relevant international conventions;™ Legislation of national laws to cater for the above conventions;™ Capacity and ability to enforce the maritime legislation;™ Having a quality management system to inspect and audit the performance of the Malaysian shipowners and their ships, as well as the classification societies.
¡ Benefits are mutual, so ship owners will not suffer losses due to delays and unscheduled repairs andthe flag states will receive recognition as good-quality states be able to attract foreign ship owners
to register their ships in Malaysia¡ Mechanism to achieve:™ Effective and efficient Flag State inspection as an improvement to Quality Shippingn Special internal audit to the ship and company due to ship detain in foreign portn ISM auditingn ISO certificationn Classification Society Annual Auditing Systemn Reviewing and enhance the registration process towards quality and safer ships™ Port State Control inspection™ Systematic training internally90

Session 6

2.4 Paramount Issues for AwarenessIf this were an ideal world where member states, owners and operators ensure that their ships are safe toply the world’s waters, catastrophic events would never occur. It is widely agreed that from the midnineteenth century onward a number of international maritime “agreements” were adopted and reached apoint where more regulations would not contribute to the further increase of safety at sea andenvironmental protection, but more efficient implementation through verification, monitoring andevaluation are required so that those regimes serve the highest purpose of safety.
If the member states were consistent and effectively performed their functions and non-functional
components through three perspectives (flag state, coastal state and port state), disasters such as those of
the Prestige and Erika resulted from structural failures, operational of sub-standard ships and highdetention rates under PSC, Tokyo and others MOU’s would never occur. The manner in which eachmember state implements the applicable rules and regulations varies from one country to the next throughlegislation and practices. Therefore, the paramount issues is relatively focusing on how the Flag State
Administration (FSA) performing their functions.

91Session 6

8. Overview of Maritime Affairs in Myanmar
Kyaw Zeya (Myanmar 1996) and Wai Lynn Htut (Myanmar 2004)
1. Myanmar Maritime Policym

To confirm that national ships meet the safety standards, safe practices and standard ofcompetence required of marine personnelm

To promote the development of human resources, manpower planning and the optimum utilizationof such manpower in the maritime sectorm

To improve the safety record of Myanmar registered vesselsm

To improve the specific obligation to save lives in distress at sea and the protection of the marine
environment

2. Organization of the Ministry of Transport

Ministry of Transport
Department of Transport
Department of Marine Administration
Department of Civil Aviation
Inland Water Transport
Myanmar Five Star Line
Myanma Shipyards
Directorate of water Resources and Improvement of River System
Myanma Port Authorities
Department of Metrology and Hydrology
Myanma Airways
Myanmar Maritime University
Institute of Marine Technology

92Session 6

3. Maritime Education and Training Seafarers
3.1 Organization of Myanmar Maritime University

RectorRector Office

Pro-Rector Admin

Pro-Rector Academic

Head of Department Admin

Head of Department Academic

Admin Department

Academic Department

3.2 Degrees Offered at Myanmar Maritime University
N B.E (Naval Architecture)
N B.E (Marine Engineering)
N B.E (Port and Harbor Engineering)
N B.E (River and Coastal Engineering)
N B.E (Marine Electrical Systems and Electronics)
N B.Sc (Hons) (Nautical Science)
N Dip S. M (Postgraduate Diploma in Shipping Management)
N Dip P. M (Postgraduate Diploma in Port Management)
3.3 Training for Qualified Trainers¡ Yangon Technological University (YTU)¡ Defense Service Technological Academy (DSTA)¡ Nihon University (Japan)¡ Saitama University (Japan)¡ Nagaoka University (Japan)¡ Ritsumeikan University (Japan)¡ Osaka University (Japan)¡ Kobe University (Japan)¡ Tokyo University of Marine Science and Technology (Japan)

93Session 6¡ Shanghai Maritime University (China)¡ Dalian Maritime University (China)¡ Hohai University (China)¡ World Maritime University (Sweden)
3.4 2006-2007 ACADEMIC YEARSEASPECIALIZED1ST
JOINING TRAINING
Sr. MAJOR
NA ME PH RC EE NS TOTALGRADUATION
YEAR
DATE
(SEA
CLASS
SERVICE)
1 FIFTH YEAR (S)19 57 13 1

5

54

149

1.8.2002

2006

Aug. 2007

2 FIFTH YEAR (J)

22 86 12 2

12

63

197

2.12.2002

2006

Dec. 2007

3 FOURTH YEAR

34 151 12 1

12

89

299

1.12.2003

2007

Dec. 2008

4 THIRD YEAR

30 141 15 1

8 105

300

1.12.20042009

Dec. 2009

5 SECOND YEAR

31 123 62 1

26 117360

1.12.20052010

Dec. 2010-

470

4.12.20062011

Dec. 2011

6 FIRST YEAR

470-

GRAND TOTAL

470

136 558 114 6

-

-

-

63 428 1,775

RC: River & Coastal
EE: Electrical
NS: Nautical Science
3.5 Certified Deck Officer Pursuant to STCW
N Master
619
N Chief Mate1180
N O.O.W*
3562
N Master (NCV**)84
N Chief Mate (NCV**)
436
O.O.W.* Officer in charge of navigational watch
NCV** Near Coastal Voyages

94-Session 6

3.6 Certified Engineering Officer pursuant to STCWN Chief Engineer
551
N Second Engineer
1267
N O.E.W.*
4169
N Electrical Engineer
1181
N Junior Engineer
2617
O.E.W.* Officer in charge of engineering watch
3.7 Myanmar Seafarers Working on Vessels of Foreign Flags

95

Session 6

3.7
Institution / Address1). MYANMAR MARITIME UNIVERSITY
Thilawar Campus, Thanhlyin Township, Yangon
2). INSTITUTE OF MARINE TECHNOLOGY
Bayint Naung Road, Kamayut, Yangon

Simulator
Type / Manufacturer1). Ship Handling Simulator (SHS) / TRANSAS MARINE
2). Ship Handling Simulator (SHS) / TRANSAS MARINE

Type of Training Course1). B.Sc (Hons) Nautical Science Degree Course
B.E Marine Engineering Degree Course
2). All types of training courses required by the STCW Convention

Candidates

1). Seafarers, pilots and students
2). Seafarers and pilots

Onboard Training

About 3,000 cadets and ordinary seamen are trained onboard training on
foreign-flag vessels on international trade, as well as coastal ships plying
Myanmar waters

Number of seafarers trained Trained 300 cadets from IMT each year (150 nautical cadets and 150
engineering cadets)

3.8 Recognition of Certificates (Reg; I/10 of STCW Convention)
Names of parties recognized Liberia, Singapore, Korea, Mongolia, Cyprus, Panama, Indonesia,
Malaysia, Germany, Malta, Belize, Hong Kong, Antigua and Barbuda,with Myanmar certificates
Vanuatu, Marshall Islands, United Kingdom, Bahamas
Name of parties whose Liberia, Singapore, Korea, Cyprus, Panama, Indonesia, Malaysia,
certificates are recognized Germany, Malta, Belize, Hong Kong, Antigua and Barbuda, Vanuatu,
Marshall Islands, United Kingdom, Bahamas
by Myanmar

4. International Maritime Conventions and Protocols Acceded
Convention

96

Signature

Effective

STCW 78/95

04/05/1988

04/08/1988

MARPOL 73/78

04/05/1988

04/08/1988

COLREG 72

11/11/1987

11/11/1987

LL 66

11/11/1987

11/02/1988

SOLAS 74/78

11/11/1987

11/02/1988

TONNAGE 69

04/05/1988

04/08/1988

SUA 88/ Protocol 88

19/09/2003

12/2003

Session 6

5. Maritime Security Policies in Myanmar
m To prevent terrorist or criminal activities occurringm To identify the potential for criminal or terrorist activities occurringm To detect, deter or minimize terrorist or criminal activities
m To react when terrorist or criminal activities are encountered

97

Session 6

9. Recent Developments in the Philippine Maritime Industry
Sonia B. Malaluan (Philippines 1998)
I. BACKGROUND - MARINA AND ITS MANDATESThe Philippines, as an archipelago, recognizes the vital role of shipping in the economic development of
the country. It is therefore a declared policy of the Philippine government to accelerate the integrated
development of the maritime industry of the Philippines to attain the objectives of increased production
and productivity in the various islands and regions of the archipelago through the provision of effective
sea linkage; the provision of economical, safe, adequate and efficient shipment of raw materials, products,
commodities and people; the competitive position of Philippine flag vessels in the carriage of foreign
trade; and the generation of more new job opportunities.
The above are the main objectives for creation the Maritime Industry Authority (MARINA) in1974. The Authority has jurisdiction over the development, promotion and regulation of all enterprises
engaged in the business of designing, constructing, manufacturing, acquiring, operating, supplying,repairing and/or maintaining vessels or the component parts thereof, and of managing and/or operatingshipping lines, shipyards, dry docks, marine railways, marine repair ships, shipping and freight
forwarding agencies and similar enterprises.
Basically, the Authority deals with four (4) major maritime sectors: Maritime Manpower; Overseas
Shipping; Domestic Shipping; and Shipbuilding & Ship Repair.

II. CURRENT SITUATIONThe Philippines with its long maritime and seafaring tradition has continuously been providing thenational and international shipping industry with highly professional, competent seafarers. Their seafaring
skills and experience are on par with or even exceed the minimum standards set forth by the Amendments
to the 1978 Convention as adopted by the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW 1995).
MARINA has continued to actively participate in the implementation of more stringent rules formaritime schools and the monitoring of their compliance with international standards. Training standards
for the accreditation and assessment maritime training centers are also implemented through the Maritime
Training Council (MTC). Additionally, a procedure for National Pooling of Cadets for Shipboard
Training for Domestic Trade was adopted as a means to continuously sustain the country’s image as thenumber-one provider of competent shipboard labor.
The Philippines has, by a wide margin, captured the biggest chunk of the seafaring industry as the
topmost supplier of seafarers, registering on a worldwide scale of approximately 632,260 seafarers
representing 28.5% of the total population onboard international vessels.
Regarding overseas shipping, MARINA’s efforts are directed toward the enhancement of thecompetitive position of Philippine flag vessels in the carriage of foreign trade and the strengthening of the98Session 6

maritime administration and promotion of the integrity of the Philippine registry. An executive order for
approval by the President of the Republic was drafted for the promotion and expansion of the Philippine
Ship Registry. The continuing decline in the number of Philippine flagged-ships, from 400 in 1989 to 167
as of today—mainly because the law authorizing bareboat charter of vessels—will end in 2009. The
proposed program is designed to open the Philippine flag registry to foreign players in the global shipping
industry.
MARINA’s plans and programs are geared toward the continuous enhancement of maritime safety
in the design/construction of ships and in their operations. The most recent was under the IMO-ASEAN
project on the “Development of Guidelines for Maritime Administration Seeking to Implement AuditBased Systems and Procedures to Enhance Ship survey/Inspections.” MARINA has also adopted a Ship
Safety Inspection System (SSIS) so as to foster the systematic, uniform and effective conduct of shipsafety inspection of all registered domestic ships. Other plans include activities supporting the global
concern to protect the marine environment through the implementation of MARPOL Convention 73/78.

III. THE NEW DOMESTIC SHIPPING DEVELOPMENT ACTIn May 2004 a new law, Republic Act No. 9295, was approved by President Gloria Macapagal Aroyo.
This is the known as the “Domestic Shipping Development Act of 2004,” or the Act Promoting theDevelopment of the Philippine Domestic Shipping, Shipbuilding, Ship Repair and Ship Breaking,Ordaining Reforms in Government Policies toward Shipping in the Philippines and for Other Purposes.
The main component of the new law is the provision of incentives to both the domestic shippingand Shipbuilding and Ship Repair Industry. The purchase of ships is exempted from VAT (Value-Added
Tax), including the purchase of engines and spare parts, lifesaving equipment, safety and rescue
equipment, communication and navigational equipment of such ships, provided the age of the ship is notbeyond fifteen years for passenger/cargo ships, ten years for tankers and five years for high speed
passenger crafts.
Another important feature of the new law is the fully deregulated operations in the domestic trade,
authorizing ship operators to establish their own domestic shipping rate, and the liberalized rules andregulations for operation in missionary routes. The term “missionary routes” refers to those involving
areas that have no regular shipping services or no shipping services whatsoever.
RA 9295 also provides for the immediate preparation and implementation of the Mandatory Ship
Retirement Program for all unclassified ships that fail to meet the classification standards of agovernment recognized/accredited classification society. This includes the phasing out of wooden-hulled
vessels in the domestic water transport, which represent 70% of the total sea transport facilities in the
country, particularly in remote rural areas.
RA 9295 further provides for the MARINA to evaluate and determine the progressive capability of
MARINA-registered shipyards to build and construct new vessels for the domestic trade. The
shipbuilding, ship repair and shipbuilding industry is also entitled to the same incentives as those of99

Session 6

domestic shipping.
Resulting from the implementation of the new domestic shipping development act and in keepingwith the program of Her Excellency Gloria Macapagal Arroyo on the establishment of the Strong
Republic Nautical Highway (SRNH), provide continuous transport service from parts of Luzon Island tothe other islands in the south, including Visayas and Mindanao.
MARINA, in coordination with the other government agencies, has identified several routes within
the SRNH. A total of fourteen shipping routes/links were initially identified in 2003. In 2006, thirteen
additional routes have been identified, giving a total of twenty-seven routes to be provided with shipping
services.
Through the initiatives and programs of the MARINA, twelve of the twenty-seven routes are now
provided with shipping services, RORO service in particular. There are about twenty-eight ships now
operating in the different identified routes. Approximately fifteen identified routes are now left with noshipping service. For an initial service of oneship per route, fifteen new ships are necessary to provide
such services.
Moreover, the implementation of the Shipping Development Act will result to the gradual phaseout of wooden-hulled vessels. The Japan International Cooperation Agency (JICA) is conducting a study
on the alternative materials to replace wood. The phase-out of wooden-hulled vessels will be
implemented within the next five years.

IV. PROBLEMS AND CHALLENGES
1. The basic and main problem in the development/expansion of the domestic shipping industry throughacquisition of new and additional ships is the lack of available ship financing programs. As of now,there are loan facilities under the Development Bank of the Philippines (DBP) but there is limited
availability under the program due to the stringent requirements of banks, not to mention the highinterest rates and preference for more attractive non-RORO projects like tanker/container ships.
2. Another problem is the scarcity of secondhand RORO ships in the international market. Almost 100%of the operating RORO ships in the country now are second hand ships.
3. The third problem lies on the capability of the local shipyards to construct ships for use in domestic
trade. The Philippine shipyard also needs major improvements and development to meet the country’s
demand for shipping services.

V. CONCLUSION
To address the current concerns of the shipping industry, MARINA has directed its efforts toward theestablishment of a single maritime financing institution, i.e., the Maritime Equity Corporation, and thepromotion and encouragement of foreign investments into the industry. For shipping operations, joint
venture and tie ups with local shipping operator is also promoted. On the other hand, MARINA is100

Session 6

assessing the progressive capabilities of the local shipyards, and a vessel retirement program isenvisioned as a means to provide a necessary boost in the shipbuilding sector.
All of the ongoing and future programs of the MARINA, as a strong, dynamic, proactive,
responsive, MARITIME ADMINISTRATION are geared toward the attainment of Agency’s vision tolink the islands of the Philippines toward national unity through the accelerated integration of thePhilippine maritime industry, which will provide, safe, secure, viable, reliable, efficient, competitive,
adequate, affordable and environmentally conscious water transportation.

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10. Philippines Coast Guard Communications System Capability Enhancement
on Maritime Safety and Security
Jerry A. Nibre (Philippines 2003)
BACKGROUND
The nation of the Philippines is an archipelago with approximately 7,107 islands and a total land area ofnearly 300,000 square kilometers. Under the United Nations Convention on the Law of the Sea, thePhilippines has the rightful claim to twelve nautical miles of Territorial Sea, twenty-four nautical miles ofcontiguous zone, and two hundred nautical miles of exclusive economic zone. The country therefore
controls 2,200,000 square kilometers of maritime territory, of which 266,000 square kilometers is coastal
and 1,934,000 square kilometers is oceanic.
The Philippine Coast Guard (PCG), an agency operating under the Department of Transportation
and Communications (DOTC), is the primary agency tasked with safeguarding this vast maritime territory
by conducting maritime search and rescue, maritime security, marine environmental protection andmaritime safety administration.
In the early 1990s the DOTC embarked on a major maritime communication infrastructure
expansion in order to improve the maritime mobile services nationwide and provide adequate, effective
and stable radio communication arrangements for ship-to-shore operation, such as distress and safety, port
operation and ship movement, and public correspondence.
While phase I (Manila Coast Station) of the Maritime Communication Project (MCP) wascompleted and made operational in 1996, phase II was not pursued as this system would betechnologically overtaken by the Global Maritime Distress and Safety System (GMDSS) under the 1974
SOLAS Convention as amended. While the maritime authorities were proved correct in asserting that partof the MCP would be rendered obsolete in the face of GMDSS implementation, unfortunately thePhilippine GMDSS program collapsed even before it could take off. Thus the Philippines failed to fulfill
its international obligation with regard to GMDSS shore-based facilities.

PCG COMMUNICATIONS SYSTEM CAPABILITY ENHANCEMENT ON MARITIMESAFETY AND SECURITY
OBJECTIVE
In consonance with the national policy of establishing an effective and efficient disaster management
system in the Philippines for search-and-rescue response, security and counter-terrorism at sea, the PCG
Communications System Capability Enhancement on Maritime Safety and Security Project wasundertaken. The project’s objective is to improve the internal communications system of the PCG andenhance search and rescue and counter-terrorism operations in the Philippines by procuring andupgrading communications equipment.

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THE SYSTEMS
1. VSAT Communications System
The VSAT system will be installed as a trunk-link communications system connecting the Operation
Center aboard the Coast Guard Weapons, Electronics and Information System Service (CGWEISS) to thenine Coast Guard districts. The Operation Center will function as VSAT HUB Station to control andmanage the entire system (fixed VSAT stations and transportable VSAT). Please see Figure 1.
2. Microwave Communications System
The system will use 7.5 GHz as the backbone of the trunk link system. The system will interconnect the
Operation Center with Headquarters, PCG, Taguig Transmitting Station (TSS), Balagtas Receiving
Station (BRS), Sangley Point and Headquarters, CGD National Capital Region-Central Luzon (CGD
NCR-CL). See Figure 2.
A provision for a Repeater Station between the Operation Center and TSS was also included in thedesign in the event future developments in the Bonifacio Development Area result to radio-pathobstruction between the two points.
3. VHF/HF Radio System
The VHF/HF system will be installed as a spur link connecting CGDs National Capital Region-Central
Luzon, Central Eastern Visayas, and Southwestern Mindanao to their sub-operating units (coast guard
station/detachments). See Figures 3-5.
The system incorporates voice encryptor or similar system to ensure confidentiality in respect tosensitive security operations.
4. Rehabilitation of Manila Coast Station
The Manila Coast Station (MCS) is the common name of Phase I of the Maritime Communication
Project. The MCS is composed of the Operation Center aboard the Coast Guard Weapons, Electronics andInformation System Service (CGWEISS), Taguig Transmitting Station (TSS) and Balagtas Receiving
Station.
The project will provide the required equipment, such as new transceiver and consoles, to make
Manila Coast Station GMDSS compliant system (NAVTEX broadcasting, DSC function, NBDP
function).
Additionally, the MCS will also be enhanced as back-up/redundancy system in the event the VSAT
system fails.
EXPECTED BENEFITSThe Philippine Coast Guard and the country as a whole are expected to gain the following from thisproject:
1. Fulfillment of international commitment. With the establishment of GMDSS shore-based facilities, the103Session 6

Philippines would at last fulfill its obligation under the 1974 SOLAS Convention as amended.
2. Stable, secure and dedicated coast guard communications system. The current PCG communications
system is being provided by private service provider and could therefore be susceptible to unauthorizedaccess. With encryption and other security features as part of the new system, the chances ofunauthorized access would be significantly reduced.
3. Faster dissemination of information to PCG units. The PCG is still using communications equipment
inherited from the Philippine Navy as an alternate system for reaching other units that could not be
serviced by private service providers. These equipments are now antiquated and such more susceptible
to atmospheric disturbances resulting in delays in the dissemination of information. The project will
provide new equipment to ensure clarity and the timely dissemination of information.
4. Enhanced command and control. Command and control will also be firmly established because thesystem is reliable; therefore, units will have no reason for not communicating with their commanders.
5. Prompt response to reports of vessels in distress. The Manila MRCC without the GMDSS
infrastructure would formerly receive alerts for vessels in distress through fax messages from other
MRCCs in the Pacific Region. With the installation of the new system, this would no longer be thecase.
6. Enhanced safety and security monitoring within the territorial water. The installation of this PCG
communications system will usher in a new dimension in the monitoring of vessels transiting within
territorial waters.
CONCLUSION
The PCG Communications System Capability Enhancement on Maritime Safety and Security is the last
major undertaking in the PCG capability enhancement program. The other two are the assets acquisition
and manpower resources build-up, both of which have been pursued in accordance with the PCG’s
fifteen-year development plan.
Based on the plan, the PCG managed to modernize its fleet with the delivery of numerous
multipurpose vessels (i.e. search and rescue, and combating oil spills) from Australia and Japan, greatly
enhancing PCG’s capability to respond to maritime incidents anywhere in its territorial water.
Additionally, several monitoring, control and surveillance craft (MCS) are manned and operated by PCG
in cooperation with the Bureau of Fisheries and Aquatic Resources (BFAR). Recruitment and continuous
education and re-training of PCG personnel is pursued vigorously in order to cope with the personnel
demand of these new assets.
Contrastingly, the PCG’s communication-capability enhancement, while included in the fifteenyear PCG development plan, has been delayed due to funding requirements. However, with the recentchanges in PCG leadership the PCG Communications System Capability Enhancement on Maritime
Safety and Security has become the priority. The project will see its completion sometime in June 2008.
The completion of this project would not only provide the PCG with a secure and dependable
communications system but foremost among its benefits is the expected goodwill and recognition of theinternational maritime community that the Philippines is fully committed to fulfilling its obligation andthus makes its waters safer and cleaner.

104Session 6

Figure 1. VSAT Communications System

105Session 6

Figure 2. Microwave Communications System in Manila

Figure 3. (VHF/HF Radio System-CGD National Capital Region-Central Luzon)

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Figure 4. (VHF/HF Radio System-CGD Central Eastern Visayas)

Figure 5. (VHF/HF Radio system-CGD Southwestern Mindanao)

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11. Improvement of the National Maritime Administration and Improvement of
the National Maritime Legislation and Implementing International Convention in
Vietnam to Meet Requirements of Integration into the World Economy Process
Vu The Quang (Vietnam 2000)
I. INTRODUCTION
1. Location and Geographic Features of Vietnam
Vietnam is located in the center of the Southeast Asia region. Vietnam has an area of 331,688 square
kilometers and a population of over 78,6 million (1999). The country is bordered by China to the north,
Laos and Cambodia to the west, and the East Sea and Pacific Ocean to the Southeast.
Vietnam has a large network of inland waterways totaling about 41,900 km, of which 11,400 km is
suitable for waterborne transportation. The network extends to almost all populated areas and industrial
zones, particularly the Red River Delta in the north and Cuu Long River Delta in the south.
Vietnam’s coastline is 3,260 kilometers long and its territorial waters are as large as one million
square kilometers. It has been awarded a series of large seaports such as those at Hai Phong, Da Nang,and Saigon. Offshore from Vietnam’s mainland are thousands of islands and islets lying scattered from
north to south.
The major natural resources of Vietnam are petroleum, natural gases, coal, tin and phosphates. The
principal crops are rice, sugar, coffee and cassava.
The characteristics of Vietnam’s geographic location, as well as the consumer demand of the highpopulation have led to the development of inland water transport and seaborne transport. Its long coastand large territory of sea areas, which cover potential natural resources offshore and in the continental
shelf, have also led to the development of various fields of the maritime sectors.

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Moreover, lying on the rim of the Pacific Ocean, Vietnam holds an important geographic position
not only for the seaborne traffic in the region but also for activities relating to search and rescue at sea,
protection of the marine environment and fighting against unlawful acts on the high seas.
2. The Commercial Port System
Vietnam has more than 100 sea ports of variety types are located along rivers and the coast from the northto the south of the country. They form a very important chain to contribute to the comprehensive
infrastructure of transportation in the whole country. Many of these ports are classified as being capableof handling seagoing vessels up to 50,000 DWT. Among them, Saigon and Haiphong are the largest ports,
each normally handling over ten million tons of cargoes per year. They are also the main points oftransshipment of goods to the northern and southern parts of the country. Others such as Danang,
Quangninh Vungtau and Cantho are now denominated as the major seaports in the country.
The infrastructure of the port system includes several hundred berths with a total length of morethan twenty-five kilometers, over a million square kilometers of warehouse and over two million square
kilometers of cargo shed, etc.
The total amount of cargo handled by Vietnamese ports has in recent years increased year by year:
91.1 million tons in 2001; 103.1 million tons in 2002; 114.1 million tons in 2003; 127.7 million tons in
2004; 139.1 million tons in 2005 and 154.5 million tons in 2006.

160000140000154500127700180000139100Cargo Volume via Vietnamese Ports
Ton ( 000)

114180

91400

72800

19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
20
03
20
04
20
05
20
06

0

45800

20000

36700

40000

34000

60000

56900

80000

83100

1000001031291200003. National Merchant Fleet
Given its 3,260 kilometers of coastline and 11,400 kilometers of inland waterway, Vietnam has a naturaladvantage for the development of transportation by waterway. However, the development of Vietnamese
mercantile fleet is currently insufficient.
At the end of August 2003, Vietnamese mercantile fleet had 1,107 seagoing ships having a total

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capacity of 3,447,474 DWT or 2,294,016 GT, including 720 bulk cargo ships with a total capacity of
1,940,504 DWT, twenty-two container ships with a total capacity of 208,668 DWT, eighty tankers withtotal capacity of 718,474 DWT and 285 service ships and others with total capacity of 579,828 DWT.
Total volume of cargo which carried by the merchant fleet are 19.4 million tons in 2001; 23.7
million tons in 2002; 29.7 million tons in 2003; 37 million tons in 2004; 42.6 million tons in 2005 and49.5 million tons in 2006.

II. CURRENT MARITIME ADMINISTRATIONState management bodies are responsible for maritime administration is Vietnam Maritime
Administration (VINAMARINE).
1. Vinamarine
VINAMRINE is the authority of state maritime administration in the whole country. On behalf of
Minister of Transport and being responsible to the Prime Minister, the Chairman of the Bureau exercises
the functions of the state administration over the maritime sector throughout the country, including allstate-run maritime units (belonging both to central and local authorities) and non state-run maritime
enterprises, organizations and individuals (foreign organizations and individuals functioning in the
territory of Vietnam are also included). Organization chart of VINAMARINE see Figure 3.
VINAMARINE (Figure 3)

ChairmanVice-chairman

110

Vice-chairman

Vice-chairman

Vice-chairman

Headquarter

Regional Offices

Under bodies

Port Authorities

Maritime Safety
Dept.

HAI PHONG

VISHIPEL

Quang Ninh

Secretariat. Dept.

HOCHIMINH

VMRCC

Hai PhongLegal Dept.

VISAL

Da Nang

Seaport Information
Dept.

VMS

SaigonOthersOthersOthersSession 6

VINAMARINE’S DUTIES AND POWERS¡ TO WORK OUT STRAEGIES FOR MARITIME DEVELOPMENT, MASTER PLAN,TO MAKE
OUT DRAFT LAWS, SHIPPING POLICIES AND REGULATIONS, TULES OF
MANAGEMENT AND LEGAL NORMS;¡ ON MARITIME ACTIVITIES;¡ TO ISSUE PERMISSION TO SHIPS AND BOATS TO TERRITORIAL WATERS OF VIETNAM;¡ TO HOLD EXAMP AND ISSUE CERITICATE OF COMPETANCY TO SEAFARER;¡ TO ISSUE CERTIFICATE OF TREGISTRY TO SEA-GOING VESSELS;¡ TO PROMULGATE THE STATUTES OF PORTS AS WELL AS THEIR OPENING FOR
NAVIGATION;¡ TO JOIN BILATERAL MARITIME AGREEMENTS AND CONVENTIONS;¡ TO CONTROL OVER MARITIME SERVICES;¡ TO CARRY OUT SEARCH AND RESCUE ACTIVITIES VIA THE FSI AND PSC;
¡ TO SUPERVICE MARITIME SAFETY RELATED ISSUES, CONDUCT MARITME SAFETY
INSPECTION ON SHIP;¡ TO CONDUCT INVESTIGATION AND SETTLE VIOLATIONS REGARDING SHIPPINGACTIVITIES.
(Detailed Organization Chart shall be referred to in Annex)
To produce a better understanding of the maritime safety administration system in Vietnam, themajor agencies, which fall under the direct control of VINAMARINE, will also be examined in thefollowing sections:
2. Province’s Maritime Administration
There are twenty-three provinces under the Maritime Administration, namely the port authorities locatedthought the country, each acting as the local maritime administration in the area for which it is responsible
maritime area. The port authority system is a part of the national maritime administration as provided in
Article 66 of the Vietnamese Maritime Code, whereby “the port authority is the body carrying out thestate administration on maritime at seaports and port water areas.”
When conducting maritime safety inspection and investigating maritime casualties and accidents,
the port authorities have a permanent link to VINAMARINE for assistance and advice. This ensures that
actions taken by port authorities are considered carefully, particularly in cases of detention of ships.
3. Vietnam Maritime Safety Agency (VMS)
The Vietnam Maritime Safety Agency (VMS) has responsibility not only for conventional aid tonavigation services but also carries out maintenance of the lighthouse and light beacon system in thewhole the country. At present, maritime safety services are carried out by Maritime Safety Company No.
1 in the North and Maritime Safety Company No. 2 in the south of Vietnam.
4. Vietnam Maritime Search and Rescue Co-ordination Center (VMRCC)
Under the control of VINAMARINE, VMRCC commands directly and coordinates search and rescue
activities at sea of forces and units which belong to the Vietnam maritime industry. Additionally, it is111

Session 6

responsible for coordinating internal and external forces in order to search for and rescue vessels in
distress at sea.
5. Vietnam Ship Communication and Electronic Company (VISHIPPEL)VISHIPPEL, under VINAMARINE, is responsible for operating and maintaining the communications
system, includes five international registered coastal radio stations and two national radio stations. Those
seven stations are keeping watch around the clock for search and rescue, medical assistance, weather
forecasts at sea, commercial services and so on.

III. CURRENT MARITIME LEGISLATIONIn Vietnam, the maritime legislation and the law making process have been developed. The government
has paid special attention so far to revise and to update its law in order to follow up international
developments and to facilitate the shipping industry.
1. The Vietnamese Maritime CodeFor many years, the Vietnamese Maritime Industry operated under the control of the ordinances, decrees,
rules and regulations produced by the government and departmental administrations concerned.
During the 1980s, under the demand of developing the country’s economy, especially in themaritime sector, the Maritime Code of Vietnam was produced. Then it was approved by the Vietnamese
National Assembly on 30 June 1990, and revised on June 14, 2005. It has been in force since January 1,
2006. The Vietnamese Maritime Code consists of 18 chapters, namely:
Chapter I:
General Provisions
Chapter II:
Seagoing Ships
Chapter III:
Ship’s Crew
Chapter IV:
Sea-port
Chapter V:
Contract of Carriage of Goods by Sea
Chapter VI:
Contract of Carriage of Passengers and Their Luggage by Sea
Chapter VII:
Charter Parties
Chapter VIII: Ship’s Agency and Maritime Broking
Chapter IX:
Maritime Pilotage
Chapter X:
Maritime Towage Service
Chapter XI:
Maritime Salvage
Chapter XII:
Recover of Property from the Sea
Chapter XIII: Collision
Chapter XIV: General Average
Chapter XV:
Limitation of Civil Liability for Maritime Claims
Chapter XVI: Contract of Marine Insurance
Chapter XVII: Settlement of Maritime Disputes
Chapter XVIII: Implementation Provisions
The goals of the code are to control and facilitate all maritime activities within Vietnamese territory112

Session 6

and other operations connected with international seaborne trade. The principle of the Code is generally
based on the application of common international practices, as well as the basic national practices, inorder to ensure balance between national interests and others, including individual interests and foreigninterests.
2. Subsidiary Legislation
Following this code, the subsidiary legislation also be produced and approved by the Government. There
are five decrees and eighteen decisions was promulgated so far, including very important legal documents
such as: Decree No. 71/2006/ND-CP of the Government dated July 25, 2006 on Management of sea-port
and maritime channels and Decree No. 62/2006/ND-CP of the Government dated June 21, 2006 on the
Sanction Against Administrative Violations in the Maritime Field.
3. Implementation of International Convention
Vietnam has become to a member of United Nations (UN) in 1977 and a member of IMO in 1984. So far,in the maritime field, the government has ratified eighteen major UN and IMO’s conventions:
1. United Nations Convention on the Law of the Sea (UNCLOS), 1982: 25 July 1994
2. International Convention for the Safety of Life at Sea (SOLAS), 1974 and Protocol 1978: 18
December 1990 and ratified protocol in 12 October 1992
3. International Convention for the Prevention of Pollution from Ships (MARPOL), 1973 as
Modified by Protocol 1978 (Annex I and II): 29 May 1991
4. International Convention on Load lines (LOAD LINES), 1966: 18 December 1990
5. International Convention on Tonnage Measurement of Ships, 1969
6. TONNAGE 1969: 18 December 1990
7. International Convention on Standard of Training, Certification and Watchkeeping for Seafarers,
1978 as amended in 1995. (STCW 78/95): 18 December 1990
8. Convention on the International Regulation for Prevention Collisions at Sea, 1972, (COLREG 72):
18 December 1990
9. International Convention on Maritime Search and Rescue (SAR), 1979: 1999
10. Tokyo Memorandum of Understanding (Tokyo MOU),1994: 1999
Given the purpose of integrating with the international maritime transportation and improving
safety for ships, the Vietnamese Government has signed a Bilateral Maritime Transport Agreement withsome countries such as: Thailand in 1979, Cuba in 1983, Indonesia in 1991, China, Philippines, Malaysia,
Singapore and Ukraine in 1992, Federal Russia and Germany in 1993, Romania in 1994, South Korea and
Poland in 1995 and France in 2000. The government is also applying international rules and regulations,such as Hamber Rules 1968, York-Antwerp Rules, 1974, Athens 1974 and ILO Conventions throughout
the shipping industry of Vietnam.
VINAMARINE has in recent years been conducting the implementation of the “Flag State
Implementation” (FSI) and “Port State Control” (PSC), as a member of Tokyo MOU, through its port
authorities throughout the country.

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IV. WEAKNESSES OF MARITIME LEGISLATION
Despite the fact that the government and the national maritime administration have made some progressin efficiency in this field already and the Vietnamese Maritime Code was amended and promulgated on
July 2005. It aims to promote not only the national economy but also to ensure equal international
economic cooperation, especially in meeting the requirements of the WTO’s agreements.
As mentioned before, so far the government and the maritime administration have enacted much
subsidiary legislation relating to maritime affairs. However, there is an absence of detailed provisions,procedures, or clear guidelines in certain matters. The gaps in subsidiary legislation are listed as follows:¡ The functions, roles and power of maritime administrations;¡ Regulations and rules relating to defined state management functions between the maritime andinland waterways sectors;¡ Regulations and rules relating to defined state management functions between the maritime andinland waterways sectors;¡ Regulations, provisions and guidelines related to operation in the coastal and inland waterway
regions;¡ Regulations and rules relating to organization and operation of pilotage;¡ Regulations and rules relating to maritime inspection and investigation;¡ Regulations and rules relating to conditions of maritime services;¡ Regulations and rules relating to conditions for the sale and purchase of ships;¡ Regulations and rules relating to arrest of ships;¡ Regulations and rule relating to marine pollution prevention;¡ Regulations relating to prevention and preparedness of pollution of the sea by oil.
Therefore, the government needs to consider these matters carefully and take positive steps toimprove the situation related to maritime subsidiary legislation.
Regarding the implementation of ratified international conventions, especially the IMO
conventions and the WTO’s agreements, Vietnam is a unitary state in which the major institutions ofgovernment—legislative, executive and judiciary—have power in all matters over the whole area and all
persons in the territory of the state; all power belongs to the main government. Therefore, all theinternational conventions, which are ratified by the government, are automatically entered into force inVietnam. The legislation process is merely a process of translating them into national official language, of
promulgation and of the order of application. Subsequently they are applied to all bodies concerned suchas departmental administration, ports, shipping companies, ships and shipbuilding companies. Regard to
implementation of ratified international conventions, especially IMO conventions, Vietnam is a unitarystate in which the major institutions of government, legislative, executive and judiciary have power in all
matters over the whole area and all persons in the territory of the state; all power belongs to the main
government. Therefore, all the international conventions, which are ratified by the government, areautomatically entered into force in Vietnam. The legislation process is merely a process of translatingthem into national official language, of promulgation and of the order of application. Afterwards, they areapplied to all bodies concerned such as departmental administration, ports, shipping companies, ships andshipbuilding companies. So far, all the ratified Conventions are being applied step-by-step in the national

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maritime industry. Some other conventions such as the International Convention on Search and Rescue(SAR), 1979 and the International Convention on Arrest of Ships, 1999 are being considered by MOT as
well as VINAMARINE for ratification. However, the application of the above-ratified Conventions is notcomplete in shipping operation, especially in the field of maritime environmental protection.

V. PROPOSALS TO IMPROVE MARITIME LEGISLATION AND IMPLEMENT
INTERNATIONAL CONVENTIONS IN VIETNAM
To establish a clear and efficient maritime legislation in Vietnam, the subjects below need to be revised
and amended:
1. Improving Maritime Legislation
In order to update and create comprehensive maritime subsidiary legislation in Vietnam, the rules andregulations must be revised and amended in accordance with international conventions and acceptablenational requirements. They should be promulgated by appropriate authorities, depending on theimportance and necessary levels required. In this connection the author believes that the main rules andregulations which are listed below need to be revised and amended:¡ The functions, roles and power of maritime administrations;¡ Regulations and rules relating to defined state management functions between the maritime andinland waterways sectors;¡ Regulations and rules relating to defined state management functions between the maritime andinland waterways sectors;¡ Regulations, provisions and guidelines related to operation in coastal and inland waterway regions;¡ Regulations and rules relating to organization and operation of pilotage;¡ Regulations and rules relating to maritime inspection and investigation;¡ Regulations and rules relating to conditions of maritime services;¡ Regulations and rules relating to conditions regarding the sale and purchase of ships;¡ Regulations and rules relating to arrest of ships;¡ Regulations and rules relating to marine pollution prevention;¡ Regulations relating to prevention and preparedness of pollution of the sea by oil.
2. Promotion of the Implementation of International Conventions
The author believes that in order to promote the implementation of international conventions, theproposals below need to be adopted:A) The Vietnam Maritime Administration should promote familiarization and implementation ofinternational conventions by publishing and distributing guidelines to all relevant bodies in themaritime industry.
B) Executive orders and instructions to officials concerned should be prepared. Meetings andfamiliarization courses should be held for full understanding and uniform implementation in thewhole country.
C) The Vietnam Maritime Administration should promulgate regulations, which apply to safety andpollution prevention requirements of relevant international conventions such as SOLAS74/78 and115

Session 6

MARPOL. It should regulate and supervise the application of such requirements throughout thewhole maritime industry.
D) The Vietnam Maritime Administration should speed up the implementation of PSC byestablishing PSC procedure in accordance with Tokyo MOU requirements; it should recruit PSC
inspectors with necessary technical skills for the exercise of PSC and FSI duties.
E) The prevention, combating, and control of oil pollution at sea should be improved by:
q Establishing the Contingency Plan for Response to Oil Pollution at sea that should follow
Section II of IMO Manual: “Contingency Planning,”
w Ratifying related Conventions such as the OPRC, 1990, INTERVENTION, 1969, CLC69 and
FUN92,e Co-operating in the sub-region or region, i.e. with ASEAN countries and China in this field.
F) A national contingency plan for search and rescue at sea should be formulated, including:q A list of all available resources, especially facilities of the Navy, Air Force, Vietnam Marine
Police and the communication network of coastal radio stations,w Cooperation in the region, especially with ASEAN countries and China,
e Following up IMO’s guidelines, such as the MERSAR manual and SAR manual.
It is the author’s aim, in all the above proposals, to suggest improvement to maritime legislationand implementing international conventions in Vietnam.

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Closing Session¡

Closing Remarks
Eisuke Kudo, Executive Director, Ocean Policy Research Foundation

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Closing Session

Closing Remarks
Eisuke Kudo,
Executive Director, Ocean Policy Research Foundation

As a closing address, I’d like to give a speech in my own way.
When Mr. Sasakawa was about to leave the hotel two days ago, he said, “Because of your uniquecharacteristics, I assume you are forcing the participants to do a lot of work late into the evening. Thosepoor participants!” This is what he said to me. At the same time, I was told to give you all his regards forthis network meeting.
Today, I’d like to express my gratitude for your ardent and animated discussion during this four-day
meeting. We have been able to have such lively discussions because you have all followed the high-level
education at the World Maritime University and have built strong bonds of friendship and mutual trust
amongst yourselves.
As you know, this is the first time the Secretariat has held this sort of network meeting outside
Japan. Moreover, during the early stages of preparation we were very deliberate about whom we should
invite to this network meeting from each country.
When I saw the scene of a happy reunion of old friends from the same university on the day wefirst gathered in Bangkok, and the scene of non-Sasakawa WMU graduates from Thailand who had
gathered in the lobby in groups of two or three, I felt the purpose of the WMU establishment had bloomed
into a splendid flower.
I am very satisfied that mutual agreement on the next step has been formed at the end of themeeting, despite such variation between the circumstances of each country and each participant. In theexchange of information on maritime affairs in each country during the meeting, I’ve learned you all havebeen endeavoring toward nation-building with hope and faith.
After returning to Japan, I plan to visit Mr. Sasakawa and bring the report that has just been madeby all of you.
The Secretariat plans to publish the proceedings of this network meeting though it is thought that it
will take approximately six months. Within this process, we might ask each one of you for a bit morecooperation.

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The current related budget of WMU program has been maintained and not decreased because the
Sasakawa Fellows’ activities are seen as remarkable, even though the situation in the profits frommotorboat racing has not yet recovered. In that sense, we hope that you will start thinking about sending
Mr. Sasakawa a letter on occasion from this time on.
I wish to express my sincere gratitude to all the group members who have created such an excellent
report. Ms. Sue Jackson’s participation with this network meeting has given us a sense of security and hashonored the Sasakawa Fellows’ Network. We really appreciate it. Thank you very much.
Last, but not least, I’d like to express my gratitude to all the Thai Sasakawa Fellows. This network
meeting could not have succeeded without the great cooperation of the Thai Fellows. Thank you verymuch.
In closing, I wish all of you here much success in your careers and activities.
Thank you for your attention.

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Appendix
I.

Special Lecture – Transport Logistics Trend in 2007
Chula Sukmanop, Director, Ministry of Transport, Thailand

II.

Report on the Field Study Tour
(Laem Chabang Port & Kerry Siam Seaport Limited)
Chollaros Surangsi, Thailand 2005

III. Words of Encouragement
Yohei Sasakawa, Chairman of The Nippon Foundation

IV. Participants List of “WMU Sasakawa Fellows’ Network Meeting in the
Asian Region”
V.

Chart of Maritime Authorities in Each Country¡ Japan (1/2) (An Outline of Japanese Maritime Administration)¡ Japan (2/2) (National Institute for Sea Training)¡ Malaysia (Ministry of Transport)¡ Philippines (1/2) (An Outline of Philippine Maritime Administration)¡ Philippines (2/2) (MARINA and Philippine Coast Guard)¡ Thailand (Ministry of Transport)¡ Vietnam (Ministry of Transport)¡ Myanmar (Ministry of Transport)

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Special Lecture - Transport Logistics Trend in 2007

Special Lecture
Transport Logistics Trend in 2007
Chula Sukmanop, Ph.D.,
Senior Expert in Policy and Planning,
Head of Multimodal Transport Development Group,
Office of the Permanent Secretary,
Ministry of Transport, Thailand
Logistics management has been a major point of discussion in regard to the country’s competitiveness inglobal trade. Because transport is the main element in a logistics chain, in recent decades governments inmany countries have paid considerable attention to transport logistics so that their transportation systems
would influence the overall performance of logistics system.
Looking at global logistics today, four distinctive trends can be seen: Globalization, Increase inhigh-tech and high-value goods, fast-cycle logistics and Growth of Internet and E-commerce.
With globalization, goods and services can reach the consumers farther, faster, deeper and cheaper
than ever before. It has been projected that there will not be a slow-down in the growth of global trade,but what we are seeing is blurring of domestic markets. From McKinsey and Company, today
approximately 20 to 30 percent of goods cross borders before consumption. By 2025, 80% of goods
traded will be produced in countries different than where they are consumed.
With such forecasted growth, air transport operators are seeing this growth as the value of goods inair cargo because truck and rail are limited by geographic borders, and ocean transport is limited by time.
FedEx has viewed that air cargo/air express industry will become the leading facilitator oftranscontinental trade, especially in high-tech, high value goods. People all over the world need things
fast. As the economy has become increasingly global, it also has become more fast-paced, fast-cycle
logistics. The most vibrant parts of the economy thrive on fast delivery. Small and medium-sizedcompanies, like large ones, depend on the delivery of just-in-time inventory to help them compete fasterand more efficiently. A benefit of fast cycle logistics is that as inventory is reduced, thus so are carrying
costs. Suppliers on different continents, thousands of miles away, can restock the shelves in theneighborhood store in just a few days. Fast-cycle logistics will continue to be an important, growing
macro-trend in productivity improvements and profitability.
It can also be seen that global trade and transport networks rely on information andcommunications technology. Recently there have been developments of information interchange andmanagement systems. In transportation, cargo and vehicle tracking systems, terminal operations
management and port community systems have become common. With such growth, traditional“information silos” with limited access to information to few personnel and duplication of effort relating* Chula Sukmanop, Ph.D., Senior Expert in Policy and Planning, Head of Multimodal Transport Development Group,
Office of the Permanent Secretary, Ministry of Transport, Thailand

123Special Lecture - Transport Logistics Trend in 2007

to management of information in the firm is being replaced by “e-business models” to allow higher
customer satisfaction, lower costs of management, competitive agility, accelerated time to market andhigher employee and efficiency. E-Trade and Amazon.com are among the trendsetters.
With the above trends, we are quickly becoming a “one world marketplace.” Mix world trade with
rapid communications and add in new ways of looking at things—such as shared research, pooled
resources and supply chain management—and it becomes a whole new ball game. The freedom to easily
access goods from the one world marketplace will be normal day-to-day transactions for tomorrow’s
consumers.
The new global trend also leads to even more effort in liberalization of the market, such as
reduction of global trade barriers such as WTO, FTA, regional integration. While technology adoption has
boosted productivity and reduced costs (IT, lean and other process improvement), it can be forecasted thatlogistics will become a part of the production process and the future situation of logistics will be fierce
global competition, growing cross-border trade, quality and adding value in transport most important but
focus on costs, outsourcing and sourcing from the best supplier.
Regarding the macro-economic landscape, the United States will continue to be a growth engine
because it remains the largest export market for the world. And the U.S. maintains positive growth andproductivity differential versus other developed nations. Following the United States is China. China’s
economy is rapidly expanding in an environment some analysts called “extended cycle.” China continues
to have a strong import demand for commodities and intermediate goods. Together, the U.S. and China
are defining the current industrial up-cycle. In other words, growth will continue to be led by capital
goods and the industrial sectors. The economy of the European Union is growing slowly after having
been stagnant for part of 2002 and 2003. A key factor driving the return to growth is increased global
trade. Clearly manufacturing is booming in Asia. We see movement in and out of the area as raw
materials and components are imported to the region for assembly and value-added processes andfinished goods are then exported from the region throughout the world. The trend we see is that many
Asian exports are funneled through China before being exported to the rest of the world.
China is changing the economic landscape of the entire world. China is importing goods fromaround the world. China is seeing strong domestic demand, as it has the largest retail market in all ofAsia. High-tech, high-value goods are particularly in high-demand. As the Chinese government continues
to lift restrictions and with China’s accession into the WTO, we see an increased amount of trade andforeign investment. China is a dominant force in global commodity price movement. Impact of Chinesedemand determines global market price for iron ore, wheat, steel, and copper. It also influences the global
market prices for aluminum, corn, zinc, sugar, lead, tin and cotton.
Turning to transportation issue, with the global competition in transport services, the shippers’
expectations are higher. They are now in the position to demand competitive costs, continuity of offer,flexible delivery time, regular frequencies, liability of service and environmental footprint. Shippers arealso facing new challenges in security (anti-terrorism) having economic impact on U.S. supply chains due

124Special Lecture - Transport Logistics Trend in 2007

to higher shipping costs, increased travel times, increased inventories, border delays, and other changes asa direct result of the 9-11 terror tragedy. Moreoever, shippers needs to avoid distortions of competition
and avoid heavy burden on industry. This includes duties to the environment, such as the reduction ofemissions along with improved efficiency. However, the supply in the current market falls short of thedemand and challenges facing shippers. There are still problems of high costs for combined transport,delivery time too long, infrastructure not harmonised, national operating rules different, diluted
responsibilities, too much different documents.
How will Thailand cope with the trends?
Ministry of Transport and other economic ministries are making effort in ensuring freight system
reliability. The attempts will cover every mode of transport: road, rail, water, air and pipelines. As far as
Ministry of Transport is concerned, there are 3 development modalities: Infrastructure, Services andTransport Facilitation.
Transportation infrastructure is an asset to contain costs and make products more competitive. The
Ministry has plans to develop both domestic and international transport infrastructure network. As forinternational transport, several plans and projects have been progressed for regional development oftransport infrastructure connecting with neighboring countries. Special attention has been given to theGreater Mekong Subregion (GMS) because Thailand, which is in the heart of GMS, and GMS is locatedat the heart of the Asia continent and its opportunity is anchored by its easy connection to other subregions such as East Asia, South Asia and Australia, as well as PRC and India, the first- and secondlargest markets of the world comprising more than two billion people. This advantage has opened up
opportunities for the logistic-related businesses and providers for the economic activities between GMS
and other regions. The concept of the corridors focusing on development of economic activities along
specific geographic spaces has become a key development pattern. Three major routes have been
identified as the economic corridors, namely the North-South, the East-West and the Southern corridors,
which are scheduled to complete their construction on 2007 (NSEC and Eastern part of EWEC) and 2010
(Western Part of EWEC and SEC), respectively. Along the corridor development, there are many
investment potentials and production bases offer to the member countries of the corridor as well as theforeign investors.
Thailand also recognizes that the transport requirements born out of globalization were puttingpressure on the transport systems in the region as well as the need to move containers inland. It has fully
supported UNESCAP and its member countries in adopting a responsive strategy and launched the AsianLand Transport Infrastructure Development (ALTID) project in 1992. The project had three main
components: the Trans-Asian Railway, the Asian Highway and Transport facilitation. The objective wasto identify rail and road linkages of international importance through the (i) efficient use of existing
infrastructure, (ii) development of efficient interfaces between modes, especially the maritime sector and(iii) improvement of operation with particular attention to facilitation at border points.
For the development of transport services, the Ministry intends to remove barriers to competition intransport market. The structure of transport sector will be re-organized to clearly define the functions of125

Special Lecture - Transport Logistics Trend in 2007

all government agencies and private sectors involved in transportation whether their main roles are policy
makers, regulators or operators. The reorganization will be performed under Draft Transport
Administration Act. It is projected that the Act of Parliament will come into force during 2007.
For transport facilitation, the mechanisms to be employed are to (i) streamline, simplify, harmonize
documentation, procedures, inspections at national level and between neighboring countries, and (ii)coordinate and cooperate among all relevant authorities and business sector. The priority for actions will
be on the cross border movement of goods and people with those GMS countries.

126

Report on the Field Study Tour

Field Study Tour
(Laem Chabang Port & Kerry Siam Seaport Limited)
Chollaros Surangsi(Thailand 2005)

WMU Sasakawa Fellows’ Network Meeting in the Asian Region was held in Thailand from February 13
to 18, 2007. In addition to meeting in Bangkok, Sasakawa fellows took fieldtrip to Leam Chabang Portand Kerry Siam Seaport in Chonburi Province.
Laem Chabang Port
Mr. Eisuke Kudo paid a courtesy visit to Mr. Prakorb
Prachonpachanuk, Deputy Managing Director of Laem Chabang Port.

After a warm welcome speech by Mr. Prakorb
Prachonpachanuk, Deputy Managing Director of Laem Chabang Port,
Ms. Siriporn Chonwanit Chief of Foreign Affair Unit of Laem
Chabang Port gave a presentation on Laem Chabang Port, which canbe summarized as follows:
Laem Chabang Port (LCP) is Thailand’s premier deep-sea
commercial port, under the management of the Port Authority ofThailand (PAT), located on the eastern shore of the upper Gulf ofThailand, approximately 110 km south of Bangkok. LCP is one of themost modern and advanced ports in Southeast Asia, and has positioned
itself as the most efficient gateway to Thailand and the greater
Indochina region.
LCP began operations in 1991 with the goal of upgrading thebasic infrastructure necessary for the economic development ofThailand, and was designed to serve as an integral part of the Eastern
Seaboard project. The congested conditions at Bangkok Port, plus the
port’s inability to serve large ocean-going container ships, made LCP anatural development in Thailand’s economic expansion. LCP has
grown is capacity and utilization over a decade of operation, emerging
as a key port in the international shipping network.

127

Report on the Field Study TourLCP covers an area of over a thousand hectares and provides acomprehensive range of services, including cargo handling,
warehousing, and cargo distribution under railway and highway
networks system leading to all parts of Thailand. Port services include
pilotage and towage, supply of fresh water, power supply,
telecommunications, sewage treatment, garbage collection anddisposal. In addition to the above services, ship repair and maintenanceservices provided by floating dock yard with capacity approximately
140,000 DWT under the management of private sector, are alsoavailable at the northern portion of LCP.
In 2006, the total LCP throughput was 4.123 million TEUs.

The LCP visit ended with 30 minutes bird’s-eye view for the port on the twenty-first floor of the observation tower.

Pakarang Restaurant
Before visiting Kerry Siam Seaport, Sasakawa fellows had lunch
together at a seafood restaurant near the beach in Leam Chabang
Municipal. We all enjoyed traditional fabulous Thai food and beautiful
ocean views.

128

Report on the Field Study Tour

Kerry Siam SeaportAs arriving Kerry Siam Seaport, Sasakawa fellows were warmly
welcome by Ms. Sirirat Srerattanamongkon, ICD. Manager.
The field trip in Kerry Siam Seaport focused on the new service
of Inland Container Depot (ICD) and was divided into two parts: portsightseeing and a company presentation.
Kerry Siam Seaport (KSSP) is situated at the centre of theLaem Chabang – Eastern Seaboard Gateway of Thailand, KSSP, theoperator of a world class multi-purpose deep seaport with a 14.5-meter
MSL depth of water, the existing 745 meters of berth line is capable ofberthing four ocean-going vessels. Supported by eighty thousandsquare meters of warehouse space, top notch handling equipment andIT systems, KSSP can serve all shipping needs, with fast cargohandling and ship turn around time.
The location of KSSP is superbly strategic. The port of Laem
Chabang is expanding beyond 3.5 million TEUs and KSSP is there—
just seven kilometers from the container berths—to serve customers
around the world. Excellent rail, road and inland water transport
connections to ensure the shipments get moved to and from points ofdelivery within two days in Thailand and five sailing days to othermajor parts of Asia.
Bonded warehouses, transit depots, bulk and conventional
warehouses, an independent inland container depot, logistic centers,
container and open yard storage, container freight depots, etc., are
combined and made available in one place to fulfill service needs.
Another two berths—one conventional and one container,
providing an additional 460 meters of berth line—will become fully
operational in 2006. Together with the existing four berths, the fully
developed terminal will be capable of handling up to seven vessels(maximum size 100,000 dwt) in 2006. The container berth will handle
deep sea and short sea business as well as inland shipping services
from Bangkok Port.

Nong Mon Market
On the way back for Bangkok, we stopped by Nong Mon market
where various Thai products are sold in small booths along the street.
Sasakawa alumni had a good chance to discover an aspect of Thai
culture, which is highlighted in foods of exotic flavors.
The field trip ended successfully. Sasakawa fellows acquired
the background knowledge of port and its related activities but also theimportance of logistics in today’s businesses.
***********

129

Words of Encouragement from Mr. Yohei Sasakawa

Words of Encouragement
Yohei Sasakawa
Chairman of The Nippon Foundation

February 15, 2007
It is a genuine pleasure to meet all of you today, though regrettably my schedule is so full that I do nothave as much time as I would like in which to enjoy your company. Please accept my apologies in thisregard.
I visited the World Maritime University (WMU) this past January. Dr. Karl Laubstein, the presidentof the University, told me of the plan to expand the WMU campus, and accordingly he sought my advice
on how to secure cooperation from the mayor of Malmo. I told the president they should be proud of what
they have achieved—since I could clearly see the steady educational results of WMU—and that wewould like to continue supporting them as a partner.
This January and February I had various opportunities to meet and talk with WMU Sasakawa
graduates in the Philippines and Sri Lanka. Moreover, last night one of the Indonesian Sasakawa Fellows
came all the way to meet me in Jakarta, despite the traffic difficulties caused by unabated heavy rains.
Actually, I am very grateful for the chance to meet and talk to you in this way, and I am certain that in the
future there will be more such opportunities.
Because you have all had the opportunity of studying at WMU (and accordingly have a shared
outlook on the world), your environment allows you to move forward together into the future, regardlessof national boundaries. I have asked you to form this network because I want to move forward with you
as well. I hope we will all stay in touch throughout the coming years, and that we will develop and growas a family.
I have received many letters from WMU Sasakawa graduates, but though I would like to reply toeach of them the pressures of time and responsibility make it very difficult to do so. However, it is a greatsatisfaction to receive such correspondence, particularly from those telling me of a marriage or of thebirth of a child. Some Fellows have left the maritime industry after graduation and joined companies inother fields. However, that does not matter at all. They will forever be members of “Friends of WMU,
Japan.” So, please do not hesitate to get in touch.
I am a layman as far as maritime affairs are concerned. However, I believe there are insights that
only laymen can offer. So, with your indulgence I will discuss two things today.

130Words of Encouragement from Mr. Yohei Sasakawa

One is that we have entered an era in which it is becoming nearly impossible to solve problems inseparate specialized areas, such as vessels, sailors and environments. I mentioned this in my address at
the Annual General Assembly of the International Association of Maritime Universities (IAMU) held in
Dalian last year, and I believe you have already read it. (The address was distributed together with theDecember 2006 issue of the “Friends of WMU, Japan” newsletter.) Therefore, you should address
problems in your own fields from a more comprehensive point of view while doing your best within yourrespective sectors.
The second suggestion is about what I plan to propose at the “Symposium on the Enhancement of
Safety in Navigation and the Environmental Protection of the Malacca and Singapore Straits,” which is tobe co-held in Malaysia in mid-March with research institutes from the three countries along the straits. In
my opinion, we have entered an era in which individual users should bear proportionate shares of thecosts involved in ensuring the safety of navigation and environmental protection of the straits. In fact, atlast year’s Davos Forum it was proposed that shipping firms integrate the notion of Corporate Social
Responsibility (CSR) into their business operations with respect to the seas they use. Personally, it is apleasure for me to do marine-related work, and I gladly share that experience and perspective with you.
My schedule is so tight that I will have to fly back to Japan tonight, although I have just arrived at
the airport. I wish I could be allowed to speak to you more. However, I am going to meet another groupof people after this. I am very sorry. In closing, I would like to wish all of you good health and every
success in the future. Thank you very much.

131

Participants List

Participants List of “WMU Sasakawa Fellows’ Network Meeting in the Asian Region”(Order of graduation year)
Country

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Mr. Mak Sideth1998 MAEP
Director
Merchant Marine Department,
General Department of Transport
Ministry of Public Works and Transport

Office:Russian Blvd, Phnom Penh, Cambodia+855-12-881-846 (Tel)+855-23-881-846 (Fax)maksideth@online.com.kh

Mr. Pak Sokharavuth
1999 MSEP
Deputy Director
Department of Pollution Control
Ministry of Environment

Office:#48, Samdech Preah Sihanouk, Tonle Bassac,
Chamkarmon,
Phnom Penh, Cambodia+855-23-222-439 (Tel)+855-12-962-103 (Mobile)+855-23-987-880 (Fax)sokharavuth@online.com.kh

Mr. Xu Dazhen
1998 PM
Deputy Principal Management School
Shanghai Maritime University

Office:Foreigh Affairs Office, 1550 Pudong Dadao,
Shanghai 200135
China+86-21-3882-0765 (Tel)+86-21-5885-3909 (Fax)dzxu@cct.shmtu.edu.cn

Mr. Li Yuheng
2003 MSEP
Assistant Manager
Ship Control Division /Tokyo MOU China Database Centre
Liaoning Maritime Safety
Administration

Office:Chang Jiang Road 25,
Liaoning Maritime Safety Administration
Mansion,1712, Dalian City, Liaoning Province 116001
China+86-411-8262-6735 (Tel)+86-411-8262-3047 (Fax)liyuheng@lnmsa.gov.cn

Cambodia

China

132

Participants List

Country

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Capt. Fadjar Santoso
1990 MSA
Senior Manager,
Operational Regional III
PT. (PERSERO) PELABUHANINDONESIA III
Indonesia Port Cooperation III

Office:Jl. Perak Timur 610
Surabaya 60165
Indonesia+62-31-3298631 (Tel)+62-31-3295207 (Fax)capt_fadjar@yahoo.co.id

Mr. Antoni Arif Priadi
2006 METThe Head of Quality Management
Representative
The Head of Functional Section
BP21P Tangerang
The Seafarers Education& Training Institute of Tangerang

Office:Jh. Karang Serang No31, Sukadiri
Tangerang, Banten
15530 Indonesia+62-21-5937-0327 'ex1042 (Tel)+62-21-5937-0330 (Fax)
antpip@yahoo.com
nip.120159198@gmail.com

Mr. Naoki Saito
2004 MET
Lecturer
Research Division
National Institute for Sea TrainingHome:
3-8-7 Higashiyaguchi
Ota-ku Tokyo146-0094
Japan+81-3-5253-8652 (Tel)+81-3-5253-1643 (Fax)naokihokuto@yahoo.co.jp

Mr. Krishnan Balakrishnan
1990 PSA

Home:
No.9 Leboh Bedara, Taman Gembira,Klang, Selangor D.E.
41100 Malaysia+603-33742539 (Tel)+603-0123665599 (Mobile)+603-33740539 (Fax)balashama@yahoo.com

Mr. Mohd Fairoz Bin Rozali
2006 MSEP
Senior Marine Engineer Officer/
Assistant Director
Maritime Industrial Control Division
HQ, Marine Department Malaysia

Office:PO Box 12, 42007 Port Kelang,Selangor, Malaysia+603-33467777/7600 (Tel)+603-31684454 (Fax)fairoz@marine.gov.my
apaiham@yahoo.com

Indonesia

Japan

Malaysia133

Participants List

Country

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Capt. Kyaw Zeya
1996 MSA
Captain
Education, Administration Department
Myanmar Maritime University

Office:Myanmar Maritime University,
Ministry of Transport, Thilawa,
Thanlyin Township,
Yangon, Myanmar+95-9-8034311+95-56-22179+95-56-22175 (Fax)myanmarivarsity@mmu.gov.mm
ko.chitlay@mptmail.net.mm

Capt. Wai Lynn Htut
2004 MSEP
CaptainMarine and Engineering Department
Myanmar Five Star Line, Ministry ofTransport

Home:
132/136 Theinbyu Road, Botahtaung T/S.
Yangon, Myanmar+95-1-295201+95-9-803114 (Mobile)+95-1-203038 (Fax)dfsm@mfsl.com.mm
captainhtut@mptmail.net.mm

Ms. Sonia Bautista Malaluan
1998 SM
Chief Accountant
Maritime Industry Authority

Office:6th Fllor, PPL Bldg., UN Avenue, Manila 1000,
Philippines+63-2-524-6543+639183225308 (Mobile)+63-2-524-6543 (Fax)smalaluan@hotmail.com
smalaluan2002@yahoo.com

CDR. Jerry A. Nibre
2003 MSEP
Assistant Director
PCG-Project Management Office (PMO)

Office:F. Ortigas, Mandaluyong, 1552
Philippines+632-243-0459+63-9173748025 (Mobile)+632-243-0441 (Fax)
jan_ocs88@yahoo.com

Mr. Vu The Quang
2000 MAEP
Acting Director of Legal Department
Vietnam Maritime Administration

Office:No.8 Pham Hung Street,
Hanoi 84 Vietnam+84-4-768-3193+84-903 255 800 (Mobile)+84--4-768-3058 (Fax)
Quangvuthe@yahoo.com
Quangvt@vinamarinc.gov.vn

MyanmarPhillipines

Vietnam134

Participants List

Country

Vietnam

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Ms. Nguyen Thi Anh Thu
2006 SM
Lecturer
Sea-Transport Economic Department
Vietnam Maritime UniversityHome:
No.4/326 Duong Thuyet,
Du Hang Kenh
Hai Phong City
Vietnam+84-3176-3289
nguyenanhthuhp@yahoo.com

Mr. Noppadol Angkanupong2000 PM
Chief of Administrative
Port Authority of Thailand

Office:444 Tarua Road, Klongtoey
Bangkok 10110
Thailand+662-2695163+662-2490418 (Fax)noppadolang@yahoo.com
noppasol_a@port.co.th

Mr. Supakorn Pattarawichean
2001SM
Policy and Planning Analyst
Planning Division,
Office of the Permanent Secretary
Ministry of Transport

Office:38 Ratchadamnoen Nok Rd.
Bangkok 10100
Thailand+66-2283-3313+668-9777-8998 (Mobile)+66-2281-4081 (Fax)supakorn.p@mot.go.th
Supakrn@hotmail.com

Ms. Panitta Charoenphol
2001PM
Administrative Officer 10
Office of Director General
Port Authority of Thailand

Office:444 Tarua Road, Klongtoey,
Bangkok 10100
Thailand+66-2-269-5131+66-2-249-7871 (Fax)
Panitta101@yahoo.com

Ms. Darapan Sribhen
2002 PM
Computer Technical Officer 10
Data Processing Department
Port Authority of Thailand

Office:444 Tarua Road, Klongtoey
Bangkok 10100
Thailand+66-2-269-5632+66 1820 0807 (Mobile)+66-2-269-5699
darapan@hotmail.com

Thailand135

Participants List

Country

Thailand

136

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Mr. Somnuck Sukavanich
2002 MA
Harbour Master Inspector
MarineDepartment
Ministry of Transport

Office:1278 Yotha Road, Talardnoi, Samphanthawong
Bangkok 10100
Thailand+662-812-1931 / +661-906-8344 (Tel)+662-238-2309 (Fax)somnucks@hotmail.com

Ms. Wanna Waiwingrob
2003 SM
Transport Technical Officer
International Affairs Division
Marine Department

Office:1278 Yotha Road, Samphantawongse
Bangkok 10100
Thailand+662-639-4769 (Tel)+662-639-4769 (Fax)wannakaekai@hotmail.com

Mr. Narinsak Sattaprasit
2003 MEP
Engineer / Ship Surveyor
Marine Department, Ship Survey
Division
Plan Approval Section
Ministry of Transport

Office:1278 Yotha Road, Talardnoi, Samphanthawnog,
Bangkok 10100
Thailand+66-2-2366678 (Tel)narinsak_s@hotmail.com

Mr. Chanachai, Lertsuchatavanich
2004 MA
Legal Officer
Legal Bureau, Marine Department
Marine Safety and Environmental
BureauOffice:1278 Yotha Road, Samphantawong District
Bangkok 10100
Thailand+66-2-235-7630 (Tel)+66-2-235-7630 (Fax)chanachai08@yahoo.com

LT. JG. Sarit Sritip, RTN.
2005 PM
Dredging Officer
Dredging Division, Marine Department
Port Authority of Thailand

Office:444 Tarua Road, 9th Floor, Port Authority
Building, Klongtoey
Bangkok 10100
Thailand+66-2-3472178 (Home)+66-2-269-5110 (Office)+662-269-5279 (Fax)pongyoi@hotmail.com

Participants List

Country

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Ms. Chollaros Surangsi
2005 PM
Technical Officer 6
Research and Developing Section,
Planning Division
Leam Chabang Port

Office:Tungsukla, Sriracha, Chonburi
20230 Thailand+66 38 409 138+66 38 490 146 (Fax)cholros@hotmail.com

Ms. Wichuda SRIMEECHAI2006 PM
Policy and Planning Analyst
Office of Transport & Traffic Policy &Planning
Policy & Planning Bureau
Ministry of Transport

Office:35 Petchaburee Road, Thungpyathai, Rachatevee
Bangkok 10400 Thailand+668-7694-9447+662-215-4498 (Fax)wichudada@yahoo.com

Thailand137

Participants List

The Staff of World Maritime University
Country

PictureName / Title
Department / Organization

Ms. Susan Jackson
Assistant Academic Registar
World Maritime University

SwedenMailing Address
Telephone Number / Fax Number
E-mail Address

Office:PO Box 500 S-201 24 Malmö
Sweden+46-40-35-6332+46-40-12-8442
sue.jackson@wmu.se

The Staffs of Ocean Policy Research Foundation
Country

PictureName / Title
Department / Organization

Mailing Address
Telephone Number / Fax Number
E-mail Address

Mr. Eisuke Kudo
Executive Director
Ocean Policy Research Foundation

Office:Kaiyo Senpaku Bldg., 1-15-16,
Toranomon, Minato-Ku, Tokyo
105-0001 Japan+81-3-3502-1929+81-3-3502-2033 (Fax)
e-kudo@sof.or.jp

Mr. Shinichi Ichikawa
Coordinator
Maritime Technology Department
Ocean Policy Research Foundation

Office:Kaiyo Senpaku Bldg., 1-15-16,
Toranomon, Minato-Ku, Tokyo
105-0001 Japan+81-3-3502-1876+81-3-3502-2033 (Fax)
sof08@sof.or.jp

Japan

138

Chart of Maritime Authorities in Each Country

139Chart of Maritime Authorities in Each Country

Japan (1/2)(An Outline of Japanese
Maritime Administration)

Governmentof JapanLegislative Branch

Executive Branch

Judicial Branch

Diet

CabinetCourtsCabinet Office..................................

Ministry of Land,
Infrastructure andTransport..................................

Ministry of Foreign
Affairs(External Organs)
Labour Relations
Communication for
Seafarers

Japan Coast Guard

Marine Accidents
Inquiry Agency

Minister's Secretariat..................................

Maritime Bureau..................................

General Affairs Division

Policy Planning
DivisionInternational Shipping
Division

Coastal Passenger
Transport Division

140

Bureau of Ports andHarbors

Coastal Cargo Transport
Shipbuilding Division
Division

Chart of Maritime Authorities in Each Country

Administration Department

Commandant

Equipment & Technology
Department
Vice Commandant
Guard & Rescue Department
Vice Commandant forOperation

Hydrographic & Oceanographic
Department

Maritime Traffic Department

Coast Guard Academy

Coast Guard School

Ship Machinery
Division

Safety Standards
Division

Inspection andMeasurement Division

Seafarers Labor
Standards Division

License Division

Ship Officers Examinergeneral141

Chart of Maritime Authorities in Each Country

Japan (2/2)(National Institute for Sea Training)

Independent Administrative Institutes

National Maritime Research InstituteNational Institute of Sea Training

Port and Airport Research InstituteElectronic Navigation Research InstituteMarine Technical Education Agency
Maritime Disaster Prevention Center

Nippon Maru

142

Chart of Maritime Authorities in Each Country*An Independent Administrative Institute is a
newly designed type of leagal body for Japanese
governmental organization regulated by the Basic
Law on Reforming Government Ministries of 1998.

Administrative Bureau

Practical Training Bureau

Ship Management Bureau

Safety Promotion Bureau

Faculty of Navigation Course
Department

Faculty of Engineering
Course Department

Training Ships

Kaiwo Maru

Taisei Maru

Ginga Maru

Seiun Maru

143

Chart of Maritime Authorities in Each Country

Malaysia(Ministry of Transport)

Deputy Secretary General(Planning)

Land Transport Section

Maritime Section

Port

Maritime Safety

Aviation Section

Transport Planning

Marine Infrastructure
Development

Federal Ports

State Ports

Peninsula Malaysia

Kiang

Sabah

Birtulu

Sarawak

Johor
Kemaman

144

Maritime Economy

Chart of Maritime Authorities in Each Country

Ministry ofTransport

Deputy Minister

Secretary General

Deputy Secretary General(Operations)

Cooperate &International Affairs

Management Services

Finance

Account

Secretariat Domestic
Shipping Licensing Board

145

Chart of Maritime Authorities in Each Country

Philippines (1/2)(An Outline of Philippine Maritime Administration)

Department ofTransportation
andCommunications(DOTC)

Maritime Industry
Authority (MARINA)

Office of the
AGM for Engineering
Services

Facilities
Construction&
Maintenance
Department

146

Project
Development
Department

National
Telecommunication
Commission (NTC)

Philippine Ports
Authority (PPA)

Office of the
WGM for Operations

Harbor
Maintenance
Department

Port Police
Department

Commercial
Services
Department

Port
Operations andServices
Department

Chart of Maritime Authorities in Each Country

Office of The
President

Department of Laborand Employment(DOLE)

Philippine Coast
Guard (PCG)

Maritime Training
CenterProfessional Regulation
Commission (PRC)

Phil. Overseas
Employment Agency

Commission on
Higher Education

Technical Education &Skills Dev't Authority

Office of The
AGM for Finance &Admin. Services

Administrative
Services
Department

Training center

Controllership
Department

Treasury
Department

147

Chart of Maritime Authorities in Each Country

Philippines (2/2)(MARINA and Philippine Coast Guard)

Maritime Industry
Authority(MARINA)

Administrator

Deputy Administrator

Deputy Administrator

Planning and Policy
OfficeDomestic Shipping Office

Management Information
System Office

Ship Regulation andLicensing Office

Administration and
Finance OfficeFinancing Office

Shipyards Regulation Office

Manpower Developing
OfficeDistrict
Stations

Overseas Shipping Office

Maritime Legal Affairs
Office148

Operating Units

Enforcement OfficeDetachment

Chart of Maritime Authorities in Each Country

Philippine Coast
Guard (PCG)

Operational Support
Units

CGOF

MEPCOM

CGAG

NOCOP

ANC

Administrative Support
Units

CGIIF

CGETC

CGWEISS

Maritime General Services

SOG
CG Fleet

CGOF: Coast Guard Operating Forces

CGETC: Coast Guard Education and Training Command

CGAG: Coast Guard Aviation GroupCGWEISS: Coast Guard Weapons, Electronics,
Information System Service

SOG: Special Operations GroupMEPCOM: Marine Environmental Protection Command
NOCOP: National Operation Center for Oil Pollution
ANC: Aids to Navigation Command
CGIIF: Coast Guard Intelligence and Investigation Force

149

Chart of Maritime Authorities in Each Country

Thailand(Ministry of Transport)
Ministry ofTransport

Department of Land
Transport

Marine Department

Department of Aviation

Office of thePermanent Secretary

Department ofHighways

Director General
Office of the Secretary
Finance Division

Office of the Secretary

Technical and Planning
DivisionInternal Audit Group

Administration System
Development Group

Deputy Director General(Administration)

Deputy Director General(Operation)

Deputy Director General(General Management)

Maritime Promotion
BureauSurvey andEngineering Bureau

Merchant Marine
Training Centre

Technical and Planning
Division

Ship Standard Bureau

Marine Safety andEnvironment Bureau

Administration System
Development Group

Legal Bureau

Pilot Division

Marine Office 1

Ship Registration
DivisionInternational Affairs
Division

Marine Office 2

Channel Development
and Maintenance Bureau

Marine Office 3

Marine Office 7

Marine Office 4

Marine Office 6

Marine Office 5

General Affairs
Division
Finance Division
Personnel Division
Planning Division
Legal DivisionInternational Affairs
DivisionTransport &Communication
Economic Division

150

Chart of Maritime Authorities in Each Country

Office of Transport
and Traffic Policy andPlanning

Department of Rural
Road

13 State Enterprises.................................

Bureau of Planning.................................

Bureau of Safety
Planning

Land Transport
Division

Air Transport Division

Water Transport
Division

Integrated Transport
Division

Port Authority ofThailand

Office of Regional
Ports

Chiang Saen Port

Office of Secretary to
the Board

Office of Audit andInspection

Public Relations
Division

Chiang Khong Port

Ranong Port

Bangkok Port

Cargo Operations
Department

Laem Chabang Port

Harbour Services
Department

Finance and Information
Technology Branch

Administration Branch

Office of Director
GeneralFinance and Accounting
Department

Personnel Department

General Stores
Department

Data Processing
Department

Special Affairs Branch

Planning andMarketing Department

Engineering
Department

Marine Department

151

Chart of Maritime Authorities in Each Country

Vietnam
Ministry ofTransport(Ministry of Transport)

Civil Aviation
Administration of Vietnam

Vietnam Road Transport
BureauVietnam National
Maritime Bureau(VINAMARINE)

Vietnam River Transport
BureauChairmanVice Chairman

Organizations Under
Control

Headquarters

Representative Offices

Administration

Hai Phong City

International Coop Dept.

HoChiMinh City

Investment and Planning
Dept.

Da Nang City

Vietnam Maritime Safety(VMS)

Construction Dept.

Liaison Office to IMO

Vietnam Salvage Corp
(VISAL)

Vietnam Maritime
Cooperation Search &Rescue Center (VMRCC)
Vietnam Ship
Communication &Electronic Co

Finance and Accounting
Dept.

Maritime Technical andTraining School No. 1

Legal Dept.

Maritime Technical andTraining School No. 2

Maritime Safety
Inspection Dept.

Maritime Construction
Advisory Co

Personnel Dept.

Maritime ProjectManagement Unit No. 1

Science and Technology
Dept.

Maritime ProjectManagement Unit No. 2

Register of Ship andSeafarers

Pilot Company No. 1

STCW Division

Pilot Company No. 2

Project Evaluation
Division

Pilot Company No. 3
Cai Lan Port
Nghe Tinh Port
Qui Nhon Port
Nha Trang Port
Other business units

152

Chart of Maritime Authorities in Each Country

Minister's Representativein HO CHI MINH City

Vietnam Maritime
University

University of Transport in
Ho Chi Minh City

Port Authorities

Quang ninh
Hai PhongThanh Hoa
Nghe Tinh
Thuan An
Da Nang
Qui Nhon
Nha Trang
Vung Tau
Sai GonDong Thap
My ThoMy Thoi
Can Tho
Kien Giang
Nam CanDong Nai

153

Chart of Maritime Authorities in Each Country

Myanmar(Ministry of Transport)

Ministry ofTransport

Department of Transport

Department of Civil Aviation

Department of Marine
Administration

Department of Meteorology
and Hydrology

Directorate of Water
Resources and Improvementof River System

Administration Division

Account Division

Legal and Research Division

Myanmar Airways
Seamen Employment Control
Division
Myanma Five Star Line
Nautical Division
Myanma Port Authority

Inland Water Transport

Engineering Division

Myanma Shipyards
Dockyards and P.M.V
Myanma Maritime University

Institute of Marine
Technology

154

Ocean Policy Research Foudation
Kaiyo Senpaku Bldg., 1-15-16, Toranomon, Minato-ku, Tokyo 105-0001 JAPANTEL: +81-3-3502-1876
FAX: +81-3-3502-2033
E-mail: wmujapan@sof.or.jp
URL: http://www.wmu.sof.or.jp/
Chairman Masahiro AKIY
AMA
President Y
oshio KON
Editing Members “Friends of WMU, Japan”, Secretariat(Eisuke KUDO, Eiji SAKAI, Shin ICHIKA

WA, Emi SENUMA)

Copyright © Ocean Policy Research Foundation 2008
All rights reserved. No part of this publication may be used or reproduced by any means without
the prior permission of the publisher.

ISBN 978-4-88404-200-4

Photo by Seitetsu SEKIWMU Sasakawa Fellows’ Network Meeting in the Asian Region

WMU Sasakawa Fellows’ Network Meetingin the Asian Region

February, 2007

February 13-17, 2007
The Imperial Queen’s Park Hotel
Bangkok, Thailand

Hosted and Organized by “Friends of WMU, Japan” Secretariat
in Cooperation with The Nippon Foundation and Thai Sasakawa Fellows