48
September
2014

Michael Ekow Manuel
Associate Professor, WMU

1. Introduction

The privileged beneficiaries of the Sasakawa
Fellowship of the WMU Class of 2014 had theopportunity to visit Japan at the invitation of
OPRF/The Nippon Foundation from May
11-18, 2014. This annual event sees somestudents of succeeding classes of WMU visit
Japan to learn more about Japanese society,maritime industry and to personally meet Dr.
Yohei Sasakawa.
This year twenty-two students from sixteen
c o u n t r i e s w e r e o n t h e t r i p . Th e y w e r eaccompanied by two members of the WMU
faculty - Ms. Momoko Kitada and myself. I
took the opportunity to accompany the classsince this was the first such opportunity after
my appointment to a Nippon Foundation Chair
at WMU as Associate Professor.

2. The trip

Mr. Ichikawa and Ms. Miyoko Wada. Despite
the relatively long flight and a rather tightschedule in the week prior to our arrival in Japan,
all members of the group responded withalertness and eagerness to the very cordial
welcome given by Mr. Ichikawa and Ms. Wada.
Transfer by bus from the airport to the hotel was
followed by an orientation session. Due to thefact that it was a rather clear day, many in thegroup had their first opportunity to see thefamed Fuji-san. On arrival at the hotel, theWMU group was fully briefed about theintended schedule and expectations from thehosting organizations by the trip organizers(including Mr. Eisuke Kudo, Mr. Eiji Sakai, and
Mr. Ichikawa from OPRF, Mr. Hidetsugu
Wada from the Ministry of Land, Infrastructure,
Transport and Tourism (MLIT), and the tour
guide Ms. Wada).

Prior to the group’s arrival, there had beencommunication between the Section Chief of Monday, May 12
the Maritime Affairs Division (Maritime
Technology Department) of the Ocean Policy
Research Foundation, Mr. Shinichi Ichikawa,and the Registrar of WMU, Ms. Sue Jackson,
which ensured a smooth process with respect totravel arrangements, visa acquisition, andnotification of the intended schedule for thetrip.
The WMU group arrived at Narita Airport inTokyo on Sunday, May 11, and we were met by

The WMU group visited MLIT of Japan.
They were welcomed by the Director-Generalof the Maritime Bureau of the Ministry, Mr.
Toshiya Morishige. His welcome statements
were followed by an in-depth presentation on
Japanese Maritime Policy given by Mr. Akira
Fukaishi. An insightful and beneficial question
and answer session followed. The discussion ofquestions, which the students had sent in prior
to the meeting, was very helpful in clarifying
issues for them.
After the meeting and lunch, the students
w e n t o n a b u s t o u r o f T o k y o . Th e t w oaccompanying faculty members had to honor an
earlier appointment and could not join them on
this trip, but subsequent reports I have received
indicate that it went very well.
What followed was the highlight of the trip: av i s i t t o Th e N i p p o n F o u n d a t i o n . Th einteraction with Dr. Sasakawa was, as always,
particularly meaningful to the students, andthey pledged their commitment to the ideals

The propeller factory visit was followed by acomprehensive boat tour of the industrial
complex and associated port area of Mizushima.

In the afternoon, the group proceeded to
Sanoyasu Shipbuilding Corporation. They weredelighted to be afforded the opportunity to go
onboard an almost complete woodchip carrier,whose owner had expressed a willingness for the
WMU group to visit all parts of this new ship.
This was greatly welcomed by many, given theopportunity for a comprehensive exposure to
the inner workings of a ship.

that saw them become beneficiaries of the
Sasakawa Fellowship, which were further
clarified and upheld by Dr. Sasakawa in his
remarks. Of particular import was the stress heput on the need for global recognition of theshared resource mankind has in the oceans of
the world and the associated necessity that weall become committed to protecting thisresource.
The day ended with a welcome reception at
the Kasumigaseki Building. The WMU group
was formally welcomed by a group of key
contributors to the Japanese maritime industry
and by many friends of WMU! It was an
excellent evening, affording many opportunities
for the students to network – meeting oldfriends, making new ones and establishing
many professional and social relationships.

Tuesday, May 13

The first visit was paid to the ResearchInstitute of Maritime Engineering (RIME),
where the group was met by Mr. Minoru
Kitahara, among others. The WMU group was
introduced to the functions and governanceframework of the establishment and shownaround the testing facilities of RIME.

The group next visited Mitsubishi Kakoki
K a i s h a , L t d . ( K a w a s a k i W o r k s ) . Th e
cutting-edge technology used here in the
manufacture of SJ purifiers for ship engines inparticular, was of significant interest to thegroup, and all were very impressed with thelevel of automation.

Thursday, May 15

Wednesday, May 14

The group transferred by air from Tokyo(Haneda Airport) to Okayama, and interesting
pictures of the transit over Mount Fuji were
captured by some members. Upon arrival, thegroup visited the Nakashima Propeller
Company and the Mizushima Industrial
Complex. This was an excellent opportunity forthe students to see large-scale propellers - a partof the ship that is often hidden from view - andto see the critical manufacturing process thaty i e l d s t h e e ffi c i e n t e n d - r e s u l t f o r s h i p
propulsion. The Director of the Nakashima
Propeller Company, Mr. Yasuhiro Kawai andhis staff were very welcoming and shared theirknowledge with the group during a presentationand tour of the facilities.

2

After transfering to Akashi in Hyogo
Prefecture on the famed Japanese “bullet train,”
the group went by bus to Osaka Martis on
Awaji Island via the Akashi-Kaikyo Bridge (thelongest suspension bridge in the world). At the
Osaka-Wan VTS Centre they were introduced
to the operations of the Centre, which regulates
traffic in the busy Akashi Strait, and to thewider operational context of the Japan Coast
Guard. Of particular note was the humor of theSection Chief, Mr. Nobuo Saitoh, during agood presentation of the administrative layout
and functions of the Centre.

The group then proceeded to the Hyogo
Earthquake Engineering Research Centre(E-Defense). Group members were impressedwith the scale of the operation here, using athree-dimensional, full-scale earthquake testing facility, with the world’s largest shaking
table. The significant work being done by
Japan to respond to the threat of a potentiallyhostile environment was appreciated by all.

Friday, May 16

Given that many of the students from WMU
are studying in the MET specialization, thenext visit to the Marine Technical College in
Kobe, Ashiya was very beneficial. The students,
as with the previous visits, received apresentation about the operations of theInstitution and then were given a tour of the
facilities.

The visit to the Kobe Port was just as
beneficial. Again the group was given acomprehensive tour, and the resourcefulness of
the Japanese people was evident, this time in thepresence of the reclaimed Port and Rokko
islands, which were shown to the group during
a boat tour. Given the level of port security
required by current international legislation, I
would like to particularly note the profoundgesture of the Port of Kobe (and the private
Container Terminal, Kamigumi Co., Ltd.) inwelcoming the group to all parts of the port andallowing for the taking of pictures for theacademic benefit of the students.

Saturday, May 17

This day was reserved for something less technical – visits to some of the symbols of thereligious underpinnings of traditional, as well as
contemporary Japanese society. These included avisit to the Heian Jingu Shinto Shrine and to
the Kodaiji Buddhist Temple. At this second
site, many of the students took the opportunity
to participate in a session of Zen Transcenden-

tal Meditation.
Subsequently, the group visited and took awalk through the historic and beautiful premisesof the Kiyomizu-dera Temple.
Later in the evening, the WMU group was
joined in a farewell reception by many of ourvery cordial hosts. It was an evening filled withgaiety and a fun time of sharing ideas with oldand new-found friends!

Sunday, May 18

The WMU students and one accompanying
faculty member departed as scheduled from
Kansai International Airport, and after a safe
flight, all arrived safely back home, bringing toan end this year’s official WMU Sasakawa
Fellowship Class of 2014 Field Study Trip toJapan.

3. Conclusion

Japan has a lot to teach the world! To namejust a few, the nation has a very rich historicculture that is still intricately woven into thefabric of contemporary Japanese society. A
constant awareness of the sometimes hostilenatural environment in which the Japanese
live, together with this rich culture, has createda resourcefulness and ability to adapt that therest of the global community can learn from. I
believe that this lesson was not lost on the
WMU group, particularly the students, as it
applies to the maritime industry specificallyand to the wider Japanese society.
Beyond that - as was pointed out very clearlyby Dr. Sasakawa - all humans have a lot incommon, and the responsibility of protecting
our heritage of the oceans is our common
responsibility. Japan (as evidenced by the workof The Nippon Foundation) believes in this.
This value-system was reinforced in thestudents during the visit, and I am certain that

3

Japan’s example will be a worthy resource forall of them to draw from when they arrive backin their own local contexts.
The hosting arrangements (accommodation,transport, meals) were excellent. The feedback
has been positive - as expected - and I believethat the feedback survey will reflect this. I will
only suggest that the few recommendations
given in those student responses be taken into
account for the organization of the next trip.
It remains for me, in this report, to say thankyou to the organizers of this trip. Primarily, I
would like to thank the staff of OPRF. I
express sincere gratitude to Mr. Shinichi and
Mr. Kudo. Their significant work paid off inthe delivery of an excellent trip, and I highly
commend them. Many thanks, too, to Ms.
Wada, whose truly excellent tour guiding andtranslating skills made our trip even moremeaningful.
The WMU group was informed early on in
the trip that it had unfortunately missed the
popular cherry-blossom season. Though thatwas regrettable, they really did have an
excellent and filled schedule, which immersed
them in many delightful scenes and the cultureof Japan. Perhaps more importantly, there wass i g n i fi c a n t e n g a g e m e n t w i t h t e c h n i c a lpractices, policies and procedures that should
serve all the group members well in theirprofessional quest to be worthy maritime
ambassadors to their own local communities aswell as to the global community. By all
accounts the trip met all expectations and gavethe students an important entrance into thecommunity of Sasakawa Fellows.
I unreservedly applaud all parties for the
excellent arrangements and hosting of thisyear’s trip.
Domo arigato gozaimashita!

Communication and Culture Matters
IMLA-IMEC leads the way

Clive Cole

Associate Professor
World Maritime University

Thirsty Work at a “no-tie” event!
Two hundred & fifty litres of bottled water! Yes,
250. The IMLA-IMEC conference from July
7-11, 2014, proved to be thirsty work! Of course,when 54 Maritime English teachers and experts
from 23 countries worldwide get together topresent their achievements, share experiences andexchange ideas, it’s hardly likely to be a muted
event!
It was also a “no-tie” event! Normally, IMECs
are held in October, but Local Organising
Committee Chair, Wim van Leunen, convinced
the Steering Committee that July was a much
warmer and lighter time of the year to spend a few
days on his treasured Dutch island of Terschellingin a relaxed but productive “holiday” atmosphere.
He had warned us, however, that even if it was
supposedly “summer” in the Netherlands there was
the risk it would not have arrived on time, or we
had already missed it! His fears were unfounded,and the warm, dry weather made sure that even the
speakers at the Opening Ceremony removed theirties - never to be seen again!
The Beginnings
Th e I n t e r n a t i o n a l M a r i t i m e L e c t u r e r s
Association came into being at Plymouth (UK) in
1977 as a direct response to developments at IMO
concerning maritime education & training and thepending STCW convention adopted in 1978. It
was also the year that IMO published its Standard
Marine Navigational Vocabulary, with theintention of becoming “an acceptable ‘language’,using the English tongue, for the interchange ofintelligence between individuals of all maritime
nations… increasingly evident under modern
conditions at sea”. As a lecturers’ association,
IMLA reacted by addressing the need for effective
communication training, firstly at its conference inAmsterdam in 1980, and then more specifically at
the first Workshop on Maritime English in
Hamburg, West Germany, the following year.
Today, some three decades and 26 gatherings
later, IMLA’s International Maritime English
Conference continues to be as relevant as ever, as
witnessed in Terschelling. While IMEC’s slogan isCommunication and Culture matters, IMO morethan ever emphasises, through its legal framework,
the importance of effective communication. The
STCW Code Part A, for example, has multiple
mandatory references. So it was pleasing that
Maritime Institute Willem Barentsz provided theundertaken, and the admirable chairpersons
perfect environment for a successful conference,
ideally suited to marinate the Maritime English frequently had to put an end to the discussions toallow the next presenter sufficient time.
Lecturer.
The social programme had been carefully
designed to give a salty taste, with a boat trip to the
A Resounding SuccessIndeed, IMEC 26 was a resounding success, with seal banks of Terschelling, the exhilarating beach23 papers presented, 3 workshops delivered, 2 launching of both modern and ancient lifeboats by
keynote addresses and Opening and Closing the Royal Dutch Lifeboat Association and the
speeches given, and a social programme that had a possibility to enjoy freshly caught raw herring!
There was also the possibility to visit the National“salty”, well-marinated taste.
From the very outset the right tone was set. What Maritime Simulator Centre’s simulators. And nota joy it was to have “Mr. STCW”, Milhar least, these events were a wonderful opportunity to
Fuazudeen, Head of IMO’s Maritime Training and socialise with WMU graduates Ruan Wei, MET
Human Element Section, Maritime Safety (N)-1999, Hyun Wook Doo, MSEP-2005, andDivision, on board. In his keynote address, he Yutaka Emi, MET-2007; the “old school tie” wasstressed the benefit to seafarers of “good mentors not, of course, visible, but faces and personalities
ashore”, Maritime English teachers included, and are never forgotten!
recognised the need “to actively encourage higher
levels of English language competency”, the key to Final Comments
So after 26 events, are we still on the right course?
success being spoken fluency and proficiency inMaritime English. He concluded with the revision I believe we are! Certainly we’re in a good positionof the Model Course 3.17, encouraging the to anticipate and influence constructively the
Maritime English community at large to seize the changes that may affect the crucial subject we teachopportunity “to make it fit for purpose for some in our roles as mentors and managers. Here,years to come”. Mr. Fuazudeen was present at most IMLA’s International Maritime English
sessions during the first three days and participated Conference is in a strong position to continue
in many discussions; his contributions were highly playing a leading role, particularly as demonstrated
through its imminent revision of the IMO Modelappreciated.
Sibrand Hassing, Director, Nautical Operations Course 3.17.
Europe at Holland America Line, gave the second However, the bottom line is that the standard of
keynote speech, posing the question “Is English Maritime English proficiency among seafarers andnecessary on board cruise ships?” stating that for related personnel in the shipping industry has asafety and security reasons the question could not be direct impact upon safety at sea, in ports, on theconsidered “open door”. He went on to argue that state of our oceans and the efficiency of the whole
English was an absolute necessity not only for international seaborne business. So, effective
communication between the crew but also with communication has to be our catch phrase – as thepassengers and other non-safety personnel. He listed STCW Code insists!
more effective verbal competences and, interestingly, Finally, and perhaps just as important, language
communication is not just an industrial tool but
writing techniques as skills for improvement.
The first day(s) focused on the revision of IMO also an emotional & social matter: It strengthens
Model Course 3.17 English. Later in the week the friendships among people speaking different
subjects of presented materials varied widely from tongues and enjoying diverse cultures. And in thethe SeaTALK project to trainer training and context of IMEC26 that’s essentially what we did.
incorporating fiction literature to Maritime We learned, we shared and we enjoyed… while
Linguistics and Computational English as innovative drinking plenty of water! So WELCOMEABOARD!!
communication tools. Q&A sessions were actively

Associate Professor Clive Cole has been employed at World Maritime University since 1984. Internationally recognized within his field of expertise, Prof. Cole has
authored and delivered over forty papers on Maritime English/MET & related subjects. He is the Honorary Secretary of the International Maritime Lecturers’
Association (IMLA), Focal Point for IMLA at the International Maritime Organization (IMO), and has headed IMLA’s delegation at IMO’s Maritime Safety
Committee and STW/HTW Sub-committee meetings. Since 2002, he has been the Vice-Chairman of IMLA’s International Maritime English Conference, iscurrently the Acting Chair and has served as IMEC Papers Committee Chairman on six occasions. Among many other responsibilities at WMU, he is the Directorof the English & Study Skills Program and member of the faculty specialising within MET.

4

A History Woven by Ships
Hideaki Uematsu
ex-Secretary ofInternational Association of Maritime Universities (IAMU)

I.Lucrative Trade with a Neighboring
Country and Bustling Coastal Transportmerchandise. But the type, size and efficiencyof ships had to remain rather modest.

2. Bezai Sen
1. Ken-Min Sen

For Japan in the 14th and 15th centuries,
trade with China was a lucrative source ofincome. Records show that the vessels tradingwith China were of about 1,000 koku (150tons) capacity. The crew numbered about 100
men, and passengers were carried. The cargoes
from Japan consisted usually of copper, sulfur,
fans and lacquerware, with a large number ofswords, halberds and other weapons, which theJapanese were supreme at making. There werelarger vessels, but they kept to the coast, being
unmanageable on the high seas. Widespreaddomestic warfare in those days furthered,rather than hindered, domestic trade. The
feudal commanders needed to improve transport facilities to move about large numbers ofmen and quantities of supplies. All this promoted the sale and transport of commodities
in general. The size of ship mostly used forcoastal transport was 500-1,000 koku (75-150tons).
However, from around the year 1600, thenewly centralized feudal power no longer tolerated these conditions.
In 1635, the Tokugawa Shogunate, Japan’s
last feudal military regime, prohibited thebuilding of any ship of more than 75 tons,
which was the size required to be able to sailoverseas, although 3 years later it exempted
ships for transport use from this prohibition.
Then in 1639, Japanese were prohibited fromgoing abroad, and those residing overseas fromcoming home. As for foreign trade, only ships
from Holland and China were allowed, andonly in the port of Nagasaki at the western endof Japan. In this way, peace and order weremaintained domestically for over 220 years,
during which coastal ship services, together
with highways, led to the easy flow of goods
and helped to open up nationwide markets for

II. Sudden Opening of Japan Forced byWestern PowerIn July 1853, four American warships appeared
off the coast of a small village 50km to the south of
Edo (Tokyo) and demanded that the Shogunate
accept U.S. President’s document in that area. The
size of the flagship "Susquehana" fully loaded
displaced 3,824 tons (2,450 bm tons), compared tothe size of Japanese wooden sailing ships of
approximately 30 meters in length. Never before
had the Japanese seen ships steaming with smoke,and they were shocked by the number and size ofthe guns on board. The Shogunate decided they
could not help but accept the document at the area.

number of western-type vessels - steampowered ships and sailing ships - reached 138(about 17,000 tons), of which 44 were ownedby the Shogunate and 94 by feudal lords.

III. Attaining the Rank of No. 3 in theWorld in Shipping in only Half a Century
During the first transitional years, Japan had
no steam-powered vessels in the private sector,
and deep-sea services were all monopolized byforeign vessels. But from 1870, private capitalbegan to set up shipping companies, initiallyfor coastal services, making use of ships owned
by former feudal lords, often under the encouragement of the government. International liner
services were also gradually inaugurated, often
obtaining the government's "Order to open
XXX line".
In addition, the Shipbuilding Encouragement Act (1896–1919) quickened the modernization and expansion of the shipbuilding
industry, subsidizing the cost of steel in relation to British market prices.

4. Suwa Maru

In the meantime, World War I allowed Japanese shipping the opportunity to deploy large
numbers of tramp vessels on third-country
3. Kuro Fune trade routes. In 1916, the tonnage of Japaneseflag ships reached the No. 3 position behind
The following year, a new squadron of seven Great Britain and the United States, althoughships arrived, resulting in the Japan-U.S. Treaty of the gap was still very large. The shipbuilding
Peace and Amity, which was followed, in 1858, by industry expanded sharply, launching 610,000
treaties of commerce with America, Holland, gross tons in 1919, including ships exported to
Russia, Britain and France. Three Japanese ports the United States.
were opened for trading with these countries. The
treaties had a variety of effects which finally led to IV. Total Collapse of Japanese Fleets
the Tokugawa Shogunate being overthrown by (World War II, 1941 – 45)
feudal lords troops in 1867, returning the reign of＊ Japanese death rate: Seamen 43% (63,331
the government to the Emperor.
Persons) (Navy 16%, Army 20%)
Prior to its fall, the Shogunate had abolished＊ Lost merchant ships: 2,567 (8,433,389
the ban on building large vessels in October gross tons - Loss ratio of fleet: 80.6%)
1853, and the ban on going abroad in 1862.
Concerning the outcome of this war, no
Nationwide, the building and purchasing of further explanation - beyond these figures - isvessels were suddenly started nation-wide, necessary.
mainly for national defense, and by 1867 the5Continued on the next page. . .

V. Rebuilding of Fleet: for People’s Existence(Nutrition), and for Economic Development
1947–80: “Planned Shipbuilding” system. This
scheme, established by the government for
long-term investment in plants and equipment,
together with cooperative financing by privatebanks, used public money to build ships one by
one through the Japan Development Bank
(JDB). The following table shows how many
percentage of JDB loans were given to theshipping industry during the 30 years after theend of the war. In the initial 20 years, electricity
and shipping were the most important
industries to be promoted, followed by iron &steel, fertilizing and machinery.

Due to the structure of the Japanesenational economy, shipping was required toburden the import of foodstuffs, then raw
materials, and the export of finished goods,
earning or saving foreign currency at thesame time. The minimum tonnage necessary
to fulfill those national requirements wascalculated continuously, and industrial
policy measures to secure the necessary
volume of ship construction were
undertaken as an important part of therebuilding and then development efforts of
the national economy.
Thus, in 1956, the launching tonnage ofJapanese shipbuilders caught up to GreatBritain’s, which had been the world’s
Allotment of JDB finance: (%)
number one for a long time, and in 1970,
1951–55 56–60 61–65 66–70 71–75 76–80
the tonnage of Japanese flag ships reached
Energy45.3
58.7 25.8 15.0
7.7 24.4
Electricity (38.8) (39.0) (16.6) (7.4) (---) (17.7) No. 2 in the world, next only to Liberia’s.
Nowadays, Japanese fleets only account for
Coal
(6.5)
(9.7) (8.5) (3.4) (---) (---)
approximately 1.8% on a ship’s flag basis,
Shipping 25.3
27.3 30.3 35.5 17.7 7.7

Building a Container Terminal in Oman
Fernando Bustamante (Mexico, 2004)

but on a nationality of owner basis, they
are still ranked number two (about 14%) in
this globalized shipping arena.

5. Nissho Maru
1-3: Photo by The Museum of Maritime Science (MMS)
3: Kuro Fune means Black Ship. i.e. Western ships
often painted with tar, that came to Japan
4: Photo by NYK Maritime Museum: Built 1914 by
Mitsubishi Shipbuilding Yard, Nagasaki, for NYK
Line. Plied between Europe and Japan.
5: Photo by MMS-Ueno Library: Built in 1962,
132,334 DWT, Largest Oil Tanker in those days

Port of Sohar
Oman

Living in Oman
I arrived in Oman with my wife and two daughters (then 3 years and 6 months old respectively).
Coming from Mexico, a western, mostly Catholicand purely Spanish-speaking country, we weresomehow concerned about what we could expect inthis traditional Arabic and Muslim country. We
were gratefully surprised to find that Omani people
are warm and friendly, flexible and respectful with
non-Muslim expats, who can enjoy living and traveling quite safely around amazing ancient cities andlandscapes, never-ending deserts as well as green
areas and highlands with unexpected colorful views.
from Terminal B of the cranes operating on a Sohar is a small city with picturesque Arabic archiPreamble
After ending my studies at WMU (MSc Port 24m rail gauge, together with an initial 30ha of tecture, and the residential compound is a perfect
Management) in 2004 and then at IHE in container yard formed by concrete RTGC run- place for young children to play and grow in an
Delft (MSc Coastal Engineering and Port ways and beams with gravel beds in between for international environment.
Development) in 2006, I have been working for stacking full containers. There is also blockwork
Hutchison Port Holdings (HPH) in Mexico in paving for empty containers and asphalt roads, as
the area of engineering and development. In well as the necessary buildings (substations, gateApril 2012, I was assigned as Project Manager house, warehouses and offices).
Supervising the construction was challenging,for the construction of the new HPH container
Terminal C – Phase 1 in the Port of Sohar, as the contractor had broad international experience but had never worked in Oman before. This
Oman.
caused the formal start-up to take about threemonths, as it was difficult to bring in foreign
The project
Oman International Container Terminal labor and engineers and to find appropriate local Concluding thoughts(OICT) has been required by the port authority subcontractors for specific jobs. The civil works
Each project is a unique contribution to one’s
to relocate their operations from Terminal B to were concluded after 14 months, and the termi- professional experience, and every place and people
Terminal C, which comprises approximately nal is now operational. The main office building in the world deserve an opportunity to share, enjoy
1,000m of berth and 68ha of yard area. Under will be ready at the end of this year, and Phase 2 and grow. WMU has been a successful promoter ofPhase 1, the full berth frontage has been devel- yard expansion works are now under tender, multicultural interrelations, teaching worldwide
oped with provisions for new quay cranes oper- showing a good commencement and a promising professionals to work under a respectful andfuture for OICT Terminal C.
ating on a 30m rail gauge, and the relocation
productive environment.

6

Visit to Tokyo on June 4th, 2014

arbitrators, and its Arbitration Terms havebeen widely adopted by the shipping industry.
I have been working in shipping law since
graduating from the World Maritime
University in 1990. I joined an international
I, Lianjun Li (GMA 90), visited Tokyo in law firm in 1993, and since then, I have been
June 2014. It was very nice to be here again, working as a shipping lawyer in Hong Kong. I
but unfortunately, I was not able to go visit am a qualified lawyer in the Hong Kong Special
OPRF. To update my personal information, I Administrative Region of P.R. China andam a partner at Reed Smith Richards Butler, England and Wales. I joined my current firm in
one of the leading international law firms in 2002. Reed Smith is a global law firm withthe world. I came to Tokyo to attend a nearly 1,800 lawyers in 25 offices throughout
meeting of the London Maritime Arbitrators the United States, Europe, Asia and the
Association Liaison Committee (Asia Pacific). Middle East and is a pre-eminent advisor toindustries including shipping, financial services,
LMAA is a leading association for maritime
Lianjun Li(China, 1990)

life sciences, health care, advertising,technology, media, energy trade andcommodities, real estate, manufacturing, andeducation.
I hope that I can keep contact with theFellows and graduates of WMU and OPRF. I
also wish to visit OPRF when I am next inTokyo in order to express my sincere thanks to
Mr. Sasakawa and OPRF for their kind
support when I was studying at WMU some
24 years ago.
You are most welcome to contact me when
you are next in Hong Kong,
Lianjun Li
Email: lianjun.li@reedsmith.com

Lives in Peril: Seafarers’ Health and Safety at Risk

h e a l t h a n d s a f e t y s t a n d a r d s . Th e n
Director-General of the ILO, Juan Somavia,
reiterated the principle that “decent work mustbe safe work.” Additionally, research covering
almost 20 years at the Seafarers International
S e a f a r i n g r e m a i n s a m o n g t h e m o s t Research Centre (SIRC), has revealed that
dangerous types of work. “Lives in Peril: profit seafarers, as an occupational group, are in direor safety in the global maritime industry” is a need of arrangements to safeguard their healthrecent publication by Walters and Bailey and safety.
Seafarers’ occupational risks result from the(2013) that gets to the core of occupational
health and safety on board. It concludes that nature, organization and structure of seafaring
there is a need for political and administrative work. Work on board is demanding. In addition
will to address this neglect. In 2003, the to risks of serious occupational diseases, injuries,
International Labour Organization’s (ILO) stress and overall ill-health, suicide figures were
“Global Strategy on Occupational Health and found to be high among seafarers for whom such
Safety” also recognized a need for political and data were available.
The ILO has sought to strengthen previous
administrative will to actively develop,
provisions on health and safety by including
implement and enforce global occupational
Carolyn Graham(Jamaica, 2008)

substantial provisions in the MLC. These
provisions seeking accountability, enforcement
and cooperation should be bolstered by apromotional framework and contribute tobringing seafarers’ issues to shore. Seafarers’
health and safety is everybody’s business. It is
said, half the world would starve and the otherhalf would freeze were it not for shipping.
Global commerce owes much to the men andwomen who labour on board. It is hoped that
co-opting land based support and so integratingthem into general labour issues may assist in
more attention given to seafarers’ health andsafety towards more positive labour market
outcomes.
*full text can be found at the Friends of
WMU, Japan website at: www.wmu.sof.or.jp

Lecture on Landlocked Countries in Ulaanbaatar, Mongolia

Baigalmaa Damba (Mongolia, 2012)

According to the World Bank’s Doing Business
Report 2014, the number of days that landlocked
developing countries take to import has decreased
from 57 in 2006 to 47 in 2014 and the number ofdays to export have reduced from 48 to 42 days
over the same period. Although this is a majorachievement, the number of days taken bylandlocked developing countries to import andexport is still almost double that of transit
countries, 22 days to export and 27 days toimport.
The Professor’s lecture is a good guide for the
The International Think Tank for Landlocked
The common challenge of these countries is theDeveloping Countries (ITT-LLDCs), in use of imported consumer goods, which incur interested parties to achieve “favorable conditions
cooperation with the Mongolia Maritime extra transportation costs, impairing purchasing of the landlocked countries which are mentioned
Administration, organized a lecture on the “Law capability and gradually affecting the quality of life in International agreements and conventions,
including the UNCLOS”, in order to find waysof the sea and interests of landlocked developing of ordinary people.
countries” and presented by the distinguished
As mentioned by Ms. Heidi Schroderus-Fox towards further development. There are no readyprofessor Proshanto K. Mukherjee on June 18, from the United Nations Office of the High examples of the “favorable conditions” to2014.
Representative for the Least Developed Countries, implement yet, and the landlocked countries are
The majority of landlocked countries of the Landlocked Developing Countries and Small still dependent on their neighbors when transport
must pass through their countries.
world are developing or least developed countries. Island Developing States (UN-OHRLLS):

7

Nang Lon Lon Nyo (Myanmar, 2012)
First, let me say hello to all my dear Sasakawa Fellows around the were my close friends at WMU. My friend from Indonesia wasworld and share some great news. Of course, it is about my also my bridesmaid, which will make this wedding an even moremarriage to a good guy named Phyo. My husband is a Captain in fantastic memory for the rest of my life. Everyone’s blessing is
the military, and works in Pyin Oo Lwin, a city that is a bit far also incredible and very delightful.
from Yangon, where I live.
Furthermore, I was ecstatic to receive a congratulatory message
We had our wedding reception on June 8, 2014. The celebration from Dr. Sasakawa and Mr. Kudo, who were so kind tobecame complete with the contribution of some Myanmar remember me. I thank all my Sasakawa friends around the world
Sasakawa Fellows and others from Indonesia and Vietnam, who for blessing this wonderful change in my life.
Everything is new and strange for us. Nevertheless, we are very
happy to see her grow day by day. After two months, she is 65
I am very delighted to share wonderful news with my Sasakawa centimeters long and weighs 5.5 kilograms.
friends. My daughter was born on May 20, 2014. Her name is I am in the final phase of my PhD research. I am trying my best
Nguyen Lan Anh, Tran. “Nguyen” is my wife’s family name, to complete it by the end of the year. I plan to attend the WMU“Lan” means orchid and “Anh” means brightness. My wife and I graduation ceremony in November and hope to meet otherare very busy, and it’s sometimes stressful taking care of the baby. Fellows, as well as people from The Nippon Foundation.

Nguyen Khoi Tran (Vietnam, 2007)

Pranangklao hospital.
On behalf of our new baby, Su Sint Sint San (meaning “brilWe are delighted to share our happiness with the 2011 liant person”), our family says “mingalapar” which means, “ausSasakawa Fellows and other Fellows around the world. I would piciousness to all” in the Myanmar language. Before her birth,
like to give a special thanks to the Friends of WMU, Japan Secre- things were very tense, due to the strange environment, language
tariat of OPRF, for encouraging me to write. Furthermore, may I barrier, and politically unstable events. Eventually, with the kind
express my sincere gratitude to Dr. Sasakawa for allowing me to support of the Dean and Deputy Dean of faculty at the Petrobecome a 2011 Sasakawa Fellow.
leum and Petrochemical College at Chulalongkorn University,
After graduating from WMU in December 2012, I received the all of our anxieties disappeared as our baby (and her mother)
Doctorate ASEAN Scholarship award from the Polymer Science came home, safe and healthy. What many of our friends haveprogram at Chulalongkorn University, Thailand. While in Bang- wished for us has come true. We now have both male andkok, our new baby came to us at 3:03pm on May 6, 2014, in
female kids! The perfect life!!!

Aung Kyaw Moe (Myanmar, 2011)

From 3 weeks old until now (10 weeks) she has been smilingat anybody who smiles at her. This is one of my attributes that
Born on the 27th of May, 2014, coming 10 years after my older she has inherited, and I feel very happy whenever she manifests
daughter, Daisy, and 7 years after my son, Haris, the new-comer it. She is such a blessing to the entire family. Since I left WMU,
has brought renewed happiness to me in particular and to her I’ve not had any change in position at my job, but the coming ofsiblings, who do not want anyone else to carry her but them. I Haizel, I believe, will bring good luck and prosperity to us. I pray
named her Cho Haizel Atuck, firstly after my dear mother, that I'll be able to bring her up in the fear of God, as the Bible
whom I admire for her industriousness, and secondly, after Cap- says that “the fear of the Lord is the beginning of wisdom."tain Catherine Haizel (WMU Sasakawa Fellow, Ghana, 2002) I feel now that I have more reasons to work harder to give mywhom I admire for her braveness. These two characteristics, com- children the best life that they deserve. I thank Mr. Sasakawa forbined in my baby Haizel, will make her able to face life's chal- giving me the opportunity to obtain an MSc at WMU, for the
benefit of my family and my country.
lenges with ease.

Cho Mujingni Jenette Tifuh (Cameroon, 2012)

Condolences
Mr. Danny Waters (former Rector of WMU)
Captain Donald M. Waters, Rector of the World Maritime over 600 students graduated, expanding the global reach of the
University from 1990-1996, passed away in Inverness, Scotland, University.
on June 3, at the age of 85.
In December 2009, at a ceremony held at Albert Hall in
The contribution of Captain Waters to WMU began with his Launceston, Tasmania, Captain Waters was admitted to theappointment to the Board of Governors. In 1990, he was invited degree of Doctor of Laws honoris causa for his substantial andto become the Rector of WMU. During his six years as Rector,
unparalleled contribution to maritime education and training.

Mr. Teguh Santoso (Indonesia, 2007)
We are very sad to report that one of our Indonesian Sasakawa in Central Java, Indonesia. His funeral was held the following day.
Fellows, Mr. Teguh Santoso (2007) succumbed to an illness that he Teguh's last assignment as a public service officer was at the Indonewas fighting for about a year, and unfortunately left us on Monday, sian Supreme Auditory Board (BPK-RI). He died at age 41, leaving aJune 16, 2014, at a hospital in Solo, the small city where he was born wife and a 3-year-old daughter.

Editor’s note

A few weeks ago, the network hard disk drive at my office suddenly crashed.
My colleague brought it to several repair shops, but it couldn’t be fixed due to abad scratch on the disc. All the data disappeared. Oh my god!!! The hard disk
drive was a miller type, and the data was automatically backed-up, but wefound out that it didn’t work. I had put my complete trust in it, but now I
won’t ever again, even with a back-up system. Eventually, I had to go back andcreate some files from the beginning. Someone, please give me back my time!!
Nowadays, a ship's equipment, such as GMDSS, Radar and ECDIS, arecomputer based instruments. There is no guarantee that they won’t fail, as
they are electronic products. Thus regulations require a back-up system in casethey do fail. But that doesn’t necessarily mean that the back-up system will
work every time. That’s why, ultimately, seafarers must rely on the humanelement and human skills.
No matter how much technology has progressed, the human element will
always be key in the shipping industry, and therefore, the role of education andtraining for seafarers will always be very important.
Masashi Sugomori

PSC Office, Maritime Bureau,
Ministry of Land, Infrastructure,Transport and Tourism (MLIT)

Toranomon 35 Mori Building, 3-4-10 Toranomon, Minato-ku, Tokyo 105-0001 JAPAN
Tel: +81-(0)3-5404-6843 Fax: +81-(0)3-5404-6800 URL: http://www.sof.or.jp/