A ship sinks for causes other than an “act of God” but captains on the dock readily blame it on the Lord Almighty. The following observations may be worth looking into in the light of recent sea tragedies, before we lose more lives and ships at sea:

1. Some of our domestic shipping companies operate second-hand cargo-passenger vessels that have been refitted with additional decks to accommodate more passengers. The original architectural designs of these ships have specific constants that determine their stability and trim. Any alteration in a ship’s architectural design will have a critical effect on its seaworthiness.

2. Most of the inter-island ships we lost were cargo-passenger vessels. When cargo such as container vans and vehicles are not properly lashed and secured, they can move around in the cargo hull below. The cargo can then tilt a ship, thereby capsizing her. Excess passengers on these large cargo-passenger vessels can hardly cause them to sink, but the mishandling of cargo can. It may not be feasible for some of our shipping companies to operate passenger liners that do not serve as cargo vessels, but they can have separate schedules for passengers and cargo, especially during peak seasons. This may seem costly, but what could be more costly than lives and property lost, and how much would it cost to remunerate their survivors?

3. Allowing a cargo-passenger vessel to set sail merely on the captain’s oath—that is, a Master’s Oath of Safe Departure (MOSD)—is like riding one of those dilapidated buses driven by a tricycle driver who, before starting the engine, assures his passengers: “You’re safe, trust me.”

4. Unlike the Philippine Medical Association, the associations for deck officers and marine engineers do not have the power to sanction a member for incompetence or immorality. And, as it is, the Philippine Coast Guard, through its Board of Marine Inquiry, can only investigate a sea mishap and submit its recommendations to the Professional Regulation Commission for the suspension or cancellation of the license of an officer found liable. So far, from the numerous sea disasters we have had, we have yet to hear of a captain or a deck officer whose license has been suspended or canceled.

—REY S. TRAJANO,
retired PCG captain,
reytrajano@gmail.com