Scholarships

Anthony C Cuevas

Philippines Coast Guard

Besides my dissertation, which is to strengthen the Coast Guard policy on wreck removal, I would like also to develop our Coast Guard Education and Doctrine Command to be a more internationally competitive as well as aligned to the international standards in maritime training.

This will help our personnel to be more competitive not only locally, but internationally.

I hope to see our global maritime industry in the near future become carbon emission free. Since I have a son, I like him to see and live the world I lived with less pollution and much cleaner marine environment.

I believe as a Coast Guard Officer I can be a part of implementing all regulations regarding carbon emission to ensure all vessels calling to the port in the Philippines are compliant to the regulations. Further, in our own little ways, we could use clean energy like solar power lights to lessen our consumption of bad energy.

Middleton Kirwasi Gwaday

Papua New Guinea

National Maritime Safety Authority

My career aspirations after completing studies at WMU include assisting in whatever capacity I can to see that the Maritime Search and Rescue system in Papua New Guinea is working effectively and efficiently in collaboration with the SAR Authority and other relevant SAR partners both in-country and neighbouring Search and Rescue Regions. This includes relevant systems and processes such as the SAR Legislation, Manuals, Standard Operating Procedures, Agreements, etc., are put in place.
In addition, I would like to be part of a team in setting up of a system to detect, monitor and track vessels involved in illegal activities in Papua New Guinea waters, such as, IUU Fishing, Drug & Human Trafficking, and other related activities in a timely manner. This includes vessels operating legally, so that information is shared in a timely manner with relevant stakeholders. Furthermore, introducing new technological concepts, systems in aiding the vessel traffic monitoring, and information systems, maritime surveillance and security, Oil Pollution Response, Search and Rescue, etc.

The changes/developments I hope to see in the global maritime industry in the near future is for all water crafts, both conventional and non-conventional sizes to be able to be detected, monitored and tracked in real-time so that all the activities in the maritime domain are captured by the relevant authorities.

The part I would like to play in helping the above to happen is through education, training and research, where I can be able to contribute where applicable in order to achieve the above changes/developments that I hope to see in the global maritime industry in the near future.

Pradeep Chandana Karunathilaka

Sri Lanka

Port of Colombo, Sri Lanka Ports Authority

One of the most effective and distinctive educational institutions in the world for the maritime industry is World Maritime University. As a middle-level manager and permanent employee of the Sri Lanka Ports Authority, I am confident that the skills I develop at WMU will advance my professional standing and help me in the professional work I do at the port. By gaining experience on a global scale, I will be able to acquire cutting-edge techniques in the shipping and port industries, put them to use in my daily operations, and share them with other professionals.
This was therefore one of my professional dreams, and I will make the most of this opportunity. After completing the program, I will undoubtedly be a well-qualified professional in the field when I return to my home country. In addition to that one day, I expected to become a consultant in Maritime Sector, and this will be a unique opportunity in that process as well.

Apart from that, I’m working as a visiting lecturer in the area of Port management, Logistics & Supply chain management and I will able de develop my students to achieve their maximum potential in the industry.

Most probably, there will be more sustainable practices for the benefit of humankind and all species.

Technology will develop drastically by applying automation, Maga vessels using sustainable energy (Autonomous, Green shipping) use, cybersecurity, etc.

I’m particularly interested in applications of automation, and I worked on a few projects in the Port of Colombo that had to do with automating some business procedures. Additionally, I’m interested in conducting research in that area to advance the sector.

As a lecturer, I am confident that I will be able to impart this expertise to professionals in the sector as well as to students who are considering careers in this area.

Fiji

Former employee of Maritime Safety Authority of Fiji

Long Term–IMO auditor or consultant for Asian and Pacific Region.
Short Term–Assists Maritime Administration in Fiji and the Pacific in their IMSAS and STCW audits and with maritime audits.
Empower more women in maritime and work in Fiji and the Pacific by working closing with FijiWIMA and PACWIMA.

Continue working in the maritime industry and assist in the implementation of Policies and Laws in Fiji and the Pacific to meet IMO obligations that the States are partied to.

Interpretation of Laws and Conventions appropriately in order to domestic into national legalization. Review and amend National legalization and policies.

Ashraf Mahmud

Bangladesh

Bangladesh Shipping Corporation (BSC)

With the acquired knowledge, my intention is to first serve my company and the government. To become an expert in the field, I wish to acquire more in-depth knowledge and professional experience from world leaders.

I have the opportunity to be promoted to Assistant General Manager (AGM) of my organization, which is a team leader position, shortly after graduation, and I have the potential to reach near to the top management level of my company within the next 10 to 15 years. During this time period, I plan to utilize my expertise in maritime analytics, investment, and finance to develop decision-support models for my organization’s most critical cost and revenue centres like chartering operations, and in defining strategies to comply with critical regulations like decarbonization from the ship owner’s perspective. I will also contribute to BSC’s plan to acquire 32 ships of various sizes and types by 2030. As an employee of a state-owned enterprise, I may also have the opportunity to work at the policy level of our government to increase the share of domestic flag carriers and to create plans for a variety of maritime issues, such as decarbonization for shipping.

I also aspire to gain professional experience working for global shipping industry leaders. In accordance with government regulations, my organization values advanced degrees and professional experience. They allow up to five years for gaining professional experience at any reputable external organization. If the opportunity presents itself, I intend to pursue hands-on professional experience from global shipping industry leaders after graduating and joining my company. Long-term, I intend to continue research in maritime shipping and, perhaps later in life, to teach and disseminate my knowledge and expertise.

So, my primary objective is to graduate, serve my company, and eventually contribute to government policy. In the meantime, I intend to gain additional experience by working for a few years with a global maritime and shipping leader.

The following are my opinions regarding future changes in the context of maritime shipping:

Decarbonization: Decarbonization goals are now a reality, and everyone must contribute to their success. To comply with IMO regulations, shipping companies must make prudent investments in new ships and adopt technologies for existing vessels.

Technology and Autonomous ship: In the next decade, numerous maritime technologies will emerge, especially autonomous ships with varying degrees of freedom.

Growth in seaborne trade: As in the past, seaborne commerce will expand due to factors such as e-commerce, the purchasing power of individuals, globalization, etc.

Bulk Carriers: As a result of the emphasis on zero carbon emissions, the oil market is a little uncertain in the long run, but there are no major shifts apparent in the near future. Dry bulk appears stable for the foreseeable future, but freight rates may fluctuate due to supply/demand mismatch.

Container: Due to the rise of e-commerce, the container market is anticipated to expand further. The rate of container shipping has increased significantly over the past two years compared to earlier times. According to the UNCTAD Maritime Transport 2022 report, additional investments will be necessary to stabilize supply chains.

Regarding decarbonization and technological adoption: As I mentioned in response to question no. 1, from the perspective of a ship owner, I will assist my organization in selecting the most cost-effective investment options when defining decarbonization strategies. And decarbonization and technology go hand in hand. I’ll also take part in framing policy to face new regulations and adoption of technologies from both ship owner and government point of view.

Facing the future of shipping: In a new environment, I will advocate for data-driven decision making for ship purchasing and chartering operations my organization. My organization currently has no container ships. Accordingly, I will advise my organization and the government to capitalize on the expanding container shipping market.

Allen Kisi Ofea

Solomon Islands

Solomon Islands Maritime Authority

My career aspirations are after completing the course;

Short-term

a. Use my expertise and knowledge acquire to implement SIMA priorities and activities with regards to green shipping initiatives in response to reducing GHG emissions.

b. Develop the Road map to decarbonize domestic shipping by further consultations with relevant stakeholders in the Solomon Islands and ensure it addresses the need in the country.

c. Develop the National Action Plan for decarbonized domestic shipping fleet in the Solomon Islands

Mid-term

a. Do online MBA and leadership programs for further strengthening my leadership and Management Capacity.

b. Pursue further my academic career to do my PhD on the topic of decarbonization of the shipping industry in the Pacific region.

Long-term

a. Taking up the leadership and management role at the Solomon Islands Maritime Authority

b. Work as a consultant in the new field of Decarbonization of ships and is ready to assist any Pacific Island country in need of developing its national road map or strategy to decarbonize shipping nationally.

c. Working at IMO regional office or IMO headquarter as a rep to my country or Pacific rep.

In the near future, I hope to see the global maritime industry develop and improve on global cooperation and networking to meet the basic needs of humanity while doing economic trade and collectively see the main threat of Climate Change and fight together. SIDS are fighting to survive from rising sea levels and there is a call for greater co-operation amongst states and corporate organizations/companies to seriously see that the Islands are sinking.

Also, with Market-based measures like carbon levi/tax proposed by Solomon Islands and Marshall Islands at the IMO MEPC meeting in 2021, I want to pursue this at the IMO meetings when I finish my studies here at WMU.

I will actively participate in IMO meetings representing my country and voicing out our concerns and negotiate with other states from SIDs and others who are also vulnerable to Climate Change to collectively have one voice to say to everyone, we are sinking; we need help now, not tomorrow. Not only that, but to push for MBMs to get into force by implementing the proposal Solomon Islands and Marshall Islands in 2021 are proposing in actively responding to the Climate Change impacts now.

Also, work along with IMO and the global and regional maritime community, especially AMSA and NZ Maritime, in ensuring Solomon Islands ratify relevant conventions and implement the activities that are required from us as a state’s responsibility.

Mohammed Taslim

Fiji

Fiji National University (Fiji Maritime Academy)

I have completed my studies in 2019, specializing in Maritime Education & Training (MET). After completion of my studies, I have resumed my previous job as an Executive Officer for Fiji Maritime Academy. I would like to accept any new challenges and offer so that I can utilise my knowledge which I gained at WMU.

I would like to see that the shipping industry and the maritime profession is considered one of the most sustainable industry / profession globally.

I would be happy if given a chance to work in any administration authority and get things implemented at National level and slowly move it up to the international level.

LinkedIn

Rochyl M. Villamor

Maritime Industry Authority Region VII (Cebu, Philippines)

As a WMU graduate of Class 2022 awarded with the degree of Master of Science in Maritime Affairs, I pretty much look forward to climbing higher echelons in the Maritime Industry Authority or MARINA, the Philippine government agency I am employed at.

Prior to coming to Malmo, Sweden, in the year 2021, I was holding a rank-and-file position and while studying for 14 months in Sweden, I, unfortunately, missed the opportunity to avail of promotions in that period. And none is offered for the time being.

Nevertheless, it is not the end of the world. My Master’s degree, which was totally impossible to reach without the generous funding from the Australian Maritime Safety Authority, is currently my strongest asset. And I have faith and hope that my graduate studies will propel me to greater heights soon. Thank you, dear AMSA.

To be truly & globally competitive in the maritime industry, the domestic shipping sector should not be disregarded, but must be given utmost importance. In fact, I see efforts from the International Maritime Organization, the World Maritime University, and other international organizations studying safety on domestic ferries, providing solutions in certain areas with gaps that require improvement.

Presently, the IMO-WMU project on safer motor bancas and energy-efficient RoPax domestic vessels is well applauded. In this regard, I believe that in the formulation of MARINA plans and programs, rules and regulations, the regulators are urged to collaborate with experts in the field of research and development.

Because, as an example, despite the MARINA program on phasing-out of motor bancas, they continue to exist and some are discovered to be operating for long hours. Instead of eliminating them, an upgrade discovered through the said international project by improving bancas’ optimization and making them safer will retain the Philippine trademark of the primitive design of a motorbanca with outrigger but will incorporate better structural integrity and stability in a cost-effective or economical manner.

Another international initiative is the energy efficiency of ships, prioritizing RoPax vessels using alternative fuel (e.g., LNG), hybridization (e.g., MDO–battery or MDO–wind). The initiative also includes a discussion on port improvements, service providers, suppliers of biofuels, trainings, and so on. The IMO-WMU project in partnership with World Bank Group will hopefully fast-track the realization of energy-efficient RoPax vessels operating domestically. If found successful from design to operation, the IMO goal of reducing carbon emissions by 40 percent come 2030 is initiated. The second phase is the application to the Philippine domestic fleet, starting with the design, then implementation of carbon emission tax, and eventually the retrofitting of existing ships and/or construction of energy-efficient ships. The support from the international community is absolutely appreciated and deeply cherished since this kind of endeavor of new goals that involve extra cost places an attitude of reluctance to change, which is a hard culture to break.

Therefore, international support is highly essential. This talk and walk of GHG-emission-reduction programs for domestic ships contribute to a future of greener global industry considering that we only have one ocean. Simultaneously, we create a positive impact if all nations do start with one step, then continuously supporting and providing the necessary actions to achieve the IMO goals of 40% and 70% reduced carbon emission by 2030 and 2050, respectively, for a more sustainable world.

On another note, the Maritime Industry Development Plan under program 6 talks about safety that involves concerned government agencies and maritime stakeholders. Safety should always be a part of the discussion, plans and programs, and culture for the operation of ships regardless of their improvement always involves risk.

International organizations consistently talk about safety on ships (either domestic or international trading). I am also sharing a bit about my dissertation with a long title which is: “The Analysis of the Effectiveness of the ISM Code Implementation through the conduct of External Audits to Philippine Domestic Ships “and Shipping Companies.”

During data gathering by doing interviews with MARINA ISM auditors, it was seen that the secondary unintentional effects of the ISM Code such as bureaucratization of safety management, numerous procedures, and the burden of too much paperwork as seen in literature do exist. There’s also the issue of paper compliance.

So, what can the flag State do about this reality? How can we get a bigger picture of the actual activity of the vessels to address the reality of the situations whether good or unsafe? The wonderful news is: many discoveries have been accomplished by great researchers and we do not even need to reinvent the wheel. But instead, we apply what has been discovered. Studies have come up about the perception of safety from Safety I to Safety II as termed by Hollnagel (2015), a Danish safety scientist, or as Safety Currently to Safety Differently as termed by Sidney Dekker (2015), a pilot, and an Australian safety expert.

Meanwhile, the Danish Maritime Authority (DMA) has applied the Safety II or Safety Differently concept in its inspection and audit systems to its passenger ships. And the key is dialogue. Safety dialogue with all seafarers. The Chief of DMA has affirmed, “We no longer regard human error as the reason for accidents but as a result of problems in the system that is design, organization, management, education, procedures, controls, culture, construction, communication, training, etc.”

The DMA inspection & audit systems may be applied in Philippine domestic ships to enhance safety culture and to address the negative consequences of ISM such as bureaucracy. Meaning, the existing inspection and audit systems will remain, but a safety dialogue with all seafarers be included during the annual ship survey to facilitate interaction with seafarers. The dialogue by delivering warm questions intends to strengthen trust to collect the difficulties and successes during operations with the aim to get a real picture of the activities of the vessel. Any issue may be addressed immediately and good practices are encouraged.

Thus, a paradigm shift where in addition to looking into procedures and paperwork and technical aspects, regulators through surveyors and auditors will listen to seafarers who experience safety and risks every day.

Consequently, the safety dialogue results/reports produced during inspections will then be discussed during annual company audits. Bearing in mind to anonymize the identity of the crew.

Hopefully, MARINA can be the initial advocate of Safety II or Safety Differently in the Philippines, where technically the inspection and audit systems will continue but should evolve towards a dialogue more than a judgment.

On another wonderful piece of news, I have submitted my post-travel report to the Department of Transportation and Maritime Industry Authority this month of November 2022 as one of the requirements pursuant to the issued Foreign Travel Order which contains the proposal of incorporating a safety dialogue with all seafarers onboard during the conduct of annual ship survey and verify compliance during an annual company audit. Hopefully, the great leaders of the maritime industry can appreciate the Safety II or Safety Differently concept.