TO ALL OFFICERS AND MEMBERS OF PNP-IAS ANTI CRIME TASK FORCE
WE WILL HAVE AN NATIONAL CONVENTION INDUCTION OF OFFICERS OATHTAKING.
ON APRIL 20 TUESDAY 2010 IN AMRANTO STADIUM QUEZON CITY AT 1400H- 1700H YOUR PRESENCE IS HIGHLY APPRECIATED
DATED UNDER SIGNED;
FEBRUARY 26, 2010
WINSTON O. ABAPO
FOUNDER/PRESIDENT PNP-IAS ANTI CRINE TASK FORCE
POLICARPIO ISAAC ABOGADO
POLICE CHIEF INSPECTOR
ADVISER
PNP INTERNAL AFFAIRS SERVICE (IAS)
RONALD DE LA CRUZ DOCALLOS
INTERNATIONAL OFFICER
PNP-IAS ANTI CRIME TASK FORCE
Friday, March 5, 2010
Tuesday, February 23, 2010
TAVTS
Friday, February 12, 2010
Valentines Day
Time is too slow for those who wait, too swift for those who fear, too long for those who grieve, too short for those who rejoice, but for those who love, time is eternity.
Monday, February 1, 2010
Backacter 1100 dipper dredger is purpose-designed for its task
By: Rondo Docille

An important feature of the design of the Backacter 1100 for the marine environment is the placement of the hydraulic pump engines in the vessel’s hull. In addition to keeping the engines away from salt water, the fuel tanks are also located in the barge’s 65m by 20m by 4m hull.
As a result it is not necessary to stop the machine while fueling tanks located on the machine, as is the case with terrestrial backhoes mounted on barges. Designing the dipper as an integral part of the barge allows the barge spuds to be operated from the digger’s cabin. Operator fatigue is reduced by a shock-absorbing elastic foundation, integrated in the dredgers’ deck.
Without needing to stop for refueling or to ease an aching back, the operator of this innovative dredger can be more productive. De Donge cautions that productivity predictions can be influenced by factors such as resistance of the bottom, barge availability and operator experience. At the same time they estimate that the type 1100 Donge Backacter working at 20m can dredge 810m3 per hour and at 17m depth this can increase to about 1,012m3/hr.
At the heart of this productivity is a pair of highly reliable IMO compliant V-16 1,900kW (2,547hp) at 1,800 rpm Cummins QSK60-(D)M diesels. The engines turn eight Rexroth double variable displacement axial piston pumps through water-cooled gears.
The dredge is classed by Bureau Veritas and is capable of working in seas up to 2.5m wave heights.
Wednesday, January 27, 2010
GulfNav releases analytical study about new ship-building fluctuation prices
By Rondo Docille
Jan 27, 2010
WAM Dubai, 27th Jan 2010 (WAM) : Gulf Navigation Holding PJSC (GulfNav), one of the leading ship owning and maritime service companies in the region, has recently published an analytical study about the shipping and maritime industry, focusing on the recent challenges that the field had faced because of the economic drop, while highlighting its strong ability to remain profitable due to its solid experience and deep knowledge of the market, which enabled it to continue its successful operations despite all the economic challenges that the world has witnessed in the past period of time.
The study has showed that the Shipyard Order Book rate has dropped radically in the past year. At the beginning of 2009, the Order Book rate was close to 40%, and in the same period of January this year, the rate has dropped down to reach approximately 24%. The situation has affected most of shipping and maritime companies, of which some have come under high pressure.
Abdullah Al Shuraim, Chairman of the Board of Directors, GulfNav, said: "The past year was definitely very difficult and stressful for most companies in the field of shipping and maritime. We saw lots of companies who moved backwards and tried to recover from the loss that the economic drop has caused. The rate drop of the Order Book clearly indicates the pressure that those companies are facing, and I'm pleased to state that GulfNav wasn't one of those companies".
The first cause for the Order Book rate drop was that a lot of ship owners have managed to cancel the orders they have placed in previous years, in one way or another. Ship yards have received monetary compensations last year from ship owners in order to stop the building of contracted ships, which was then removed from the Order Book and hence the percentage has dropped.
Another reason is that a lot of the contracts were converted into different types of ships, for example a lot of oil tankers were turned into dry cargo carriers instead, which again affect the Order Book records. It's worth mentioning that the request of cancelling a ship or turning it into a new item happens before the construction phase starts, in other words before the steel cutting begins.
The company also stated that if we look back at the market situation few years ago, we will notice that ship building prices have increased dramatically between the year 2004 and 2008. As an example, the price of building a new product tanker with a capacity of 47,000-51,000 DWT (Deadweight Tonnage) has increased (on an average) from $ 36.05 in 2004 Million to $ 51.67 Million in 2008. That was prior to the drop that the shipping industry faced in the end of 2008. Despite the high increase in price, a lot of ship owners were still, surprisingly, in the buying mood and many contracts were signed at that time for almost double prices.
The prices have started to go up in the beginning of 2005. Prices reached the top in August 2008 at a $ 53.5 Million for a building a new product tanker. Between September 2008 and June 2009, prices continued to drop from $ 52.5 Million to 42.5 Million. In the end of 2009, the price of the ship reached $ 35 Million or below, and one ship is recently recorded sold for as low as 32 Million Dollars.
Between 2006 and 2007, a lot of ships were contracted at that time despite the price increase. Contracts are usually restricted with payment terms, where 10% to 20% down-payments must be made when signing the deal, if not more. The ship construction process can take several years, and a lot of ship owners - especially before the steel cut phase as explained earlier- have managed to either cancel the order for a monetary compensation to ship yards, or convert the order, or delay the delivery.
Another important aspect of this is financing. In previous times, banks used to provide between 70% to 85% finance of the contract price of the ship, but the contract clause would typically state: 'The percentage of finance provided will be as per Fair Market Value at the time of delivery of the ship'.
For example, if a ship owner signed a deal in November 2007 for the same ship mentioned above, the shipbuilding contract price would be at $ 52.5 Million, and a bank would finance to up to 80%, i.e. up to $ 42 Million. Assuming that the vessel will be delivered in 2010, the same ship would be worth $ 32 Million, and as per the Fair Market Value clause, the bank will then finance a maximum of $ 25.6 Million, which will leave the company with a difference of approximately $ 26.9 Million to pay on its own in order to get the ship into operations. This will put many companies in jeopardy, especially if they have more than one vessel on order.
Per Wistoft, CEO of Gulf Navigation Holding, commented on this matter: "During the past few years we were quite sure that ship building prices would definitely decrease again. GulfNav was very cautious in terms of signing new deals at that time. As a matter of fact, the company made sure not to jeopardize its position and go into any risk of purchasing new ships with such high prices. We have over 30 years of experience in the market, and we have seen similar fluctuation scenarios".
GulfNav was on the right track for the past few years. With its strong decision not to make expensive acquisitions, the company managed to remain stable and continue its position as one of the leading shipping and maritime firms in the world. With its 11 specialized subsidiaries and 15 owned tankers including new buildings and charters, GulfNav continues to satisfy its worldwide crude oil and petrochemicals clients.
WAM/TF
Jan 27, 2010
WAM Dubai, 27th Jan 2010 (WAM) : Gulf Navigation Holding PJSC (GulfNav), one of the leading ship owning and maritime service companies in the region, has recently published an analytical study about the shipping and maritime industry, focusing on the recent challenges that the field had faced because of the economic drop, while highlighting its strong ability to remain profitable due to its solid experience and deep knowledge of the market, which enabled it to continue its successful operations despite all the economic challenges that the world has witnessed in the past period of time.
The study has showed that the Shipyard Order Book rate has dropped radically in the past year. At the beginning of 2009, the Order Book rate was close to 40%, and in the same period of January this year, the rate has dropped down to reach approximately 24%. The situation has affected most of shipping and maritime companies, of which some have come under high pressure.
Abdullah Al Shuraim, Chairman of the Board of Directors, GulfNav, said: "The past year was definitely very difficult and stressful for most companies in the field of shipping and maritime. We saw lots of companies who moved backwards and tried to recover from the loss that the economic drop has caused. The rate drop of the Order Book clearly indicates the pressure that those companies are facing, and I'm pleased to state that GulfNav wasn't one of those companies".
The first cause for the Order Book rate drop was that a lot of ship owners have managed to cancel the orders they have placed in previous years, in one way or another. Ship yards have received monetary compensations last year from ship owners in order to stop the building of contracted ships, which was then removed from the Order Book and hence the percentage has dropped.
Another reason is that a lot of the contracts were converted into different types of ships, for example a lot of oil tankers were turned into dry cargo carriers instead, which again affect the Order Book records. It's worth mentioning that the request of cancelling a ship or turning it into a new item happens before the construction phase starts, in other words before the steel cutting begins.
The company also stated that if we look back at the market situation few years ago, we will notice that ship building prices have increased dramatically between the year 2004 and 2008. As an example, the price of building a new product tanker with a capacity of 47,000-51,000 DWT (Deadweight Tonnage) has increased (on an average) from $ 36.05 in 2004 Million to $ 51.67 Million in 2008. That was prior to the drop that the shipping industry faced in the end of 2008. Despite the high increase in price, a lot of ship owners were still, surprisingly, in the buying mood and many contracts were signed at that time for almost double prices.
The prices have started to go up in the beginning of 2005. Prices reached the top in August 2008 at a $ 53.5 Million for a building a new product tanker. Between September 2008 and June 2009, prices continued to drop from $ 52.5 Million to 42.5 Million. In the end of 2009, the price of the ship reached $ 35 Million or below, and one ship is recently recorded sold for as low as 32 Million Dollars.
Between 2006 and 2007, a lot of ships were contracted at that time despite the price increase. Contracts are usually restricted with payment terms, where 10% to 20% down-payments must be made when signing the deal, if not more. The ship construction process can take several years, and a lot of ship owners - especially before the steel cut phase as explained earlier- have managed to either cancel the order for a monetary compensation to ship yards, or convert the order, or delay the delivery.
Another important aspect of this is financing. In previous times, banks used to provide between 70% to 85% finance of the contract price of the ship, but the contract clause would typically state: 'The percentage of finance provided will be as per Fair Market Value at the time of delivery of the ship'.
For example, if a ship owner signed a deal in November 2007 for the same ship mentioned above, the shipbuilding contract price would be at $ 52.5 Million, and a bank would finance to up to 80%, i.e. up to $ 42 Million. Assuming that the vessel will be delivered in 2010, the same ship would be worth $ 32 Million, and as per the Fair Market Value clause, the bank will then finance a maximum of $ 25.6 Million, which will leave the company with a difference of approximately $ 26.9 Million to pay on its own in order to get the ship into operations. This will put many companies in jeopardy, especially if they have more than one vessel on order.
Per Wistoft, CEO of Gulf Navigation Holding, commented on this matter: "During the past few years we were quite sure that ship building prices would definitely decrease again. GulfNav was very cautious in terms of signing new deals at that time. As a matter of fact, the company made sure not to jeopardize its position and go into any risk of purchasing new ships with such high prices. We have over 30 years of experience in the market, and we have seen similar fluctuation scenarios".
GulfNav was on the right track for the past few years. With its strong decision not to make expensive acquisitions, the company managed to remain stable and continue its position as one of the leading shipping and maritime firms in the world. With its 11 specialized subsidiaries and 15 owned tankers including new buildings and charters, GulfNav continues to satisfy its worldwide crude oil and petrochemicals clients.
WAM/TF
Monday, January 25, 2010
Shipping Sector Optimistic Over Light at End
By; Rondo Docille
Despite current problems, the shipping community was confident that better days werea head, he said.
“We all hope that we are approaching the end of the crisis and that better prospects and opportunities for shipping will soon surface. During the course of this financial crisis, the shipping sector should focus on quality, safety and efficiency, investing in human capital and new technologies,” Nicolaides said in his address to an international shipping seminar held in Limassol yesterday.
Titled ‘Shipping Before Dawn’, the seminar was co-organised by the Cyprus Shipping Chamber (CSC) and the Baltic and International Maritime Council. The seminar examined whether the international shipping sector was close to the dawn of a new start following the adverse impacts of the international financial crisis.
“Facing this crisis has been a huge challenge, but we are hopeful that through correct and careful management, the Cypriot shipping sector will soon emerge from these difficult days with the least possible consequences,” added Captain Eugen Adami, President of the CSC.
The seminar also addressed the other challenges faced by Cypriot shipping, including the embargo on Cypriot ships imposed by Turkey. “The continued Turkish embargo on ships under the Cypriot flag, that Turkey is illegally and unilaterally imposing not only affects Cypriot shipping interests, but also the shipping interests of the EU,” said Adami. “The CSC will continue its efforts, in cooperation with the Cyprus government and the EU so that the embargo is finally lifted.”
Meanwhile, the state expressed its support for the expansion strategy of the Cypriot shipping sector by promising to provide better tax conditions. “The Cypriot shipping sector is the third largest in Europe and tenth in the world. We seek to increase that power and attract more shipping companies through the tax incentives that will be given through a new shipping-tax system,” rondocille said
Friday, January 8, 2010
Black Nazarene

Black Nazarene
January 9, 2010
By: Rondo Docille
The Original Statue of Nuestro Padre Jesus Nazareno de Quiapo
The Black Nazarene is a life-sized, dark-colored, wooden sculpture of Jesus Christ held to be miraculous by many people, especially its Filipino devotees. Its original carver is an anonymous Mexican carpenter, and the image was transported by galleon from Mexico. The image is currently enshrined in the Minor Basilica of the Black Nazarene in Quiapo, Manila, Philippines where novena celebrations are held every Friday throughout the whole year. Roman Catholic tradition holds that the Black Nazarene came from a boat that caught fire, turning it from its original white into black or charred complexion. The Black Nazarene is carried into the streets for procession in a "Caroza" or carriage.
The feast of the Most Holy Black Nazarene is celebrated every 9th of January while novena masses begin on the first Friday day of the year, in honor of its weekly novena mass held every Friday. During the annual public procession, only the body of the Black Nazarene is displayed in procession to the public, while the original head portion of the statue is retained in the Basilica of the Black Nazarene within the high altars of the church. The Black Nazarene is also famously noted for its devotees who walk the procession streets barefoot, without shoes or sandals as to imitate Jesus Christ on his way to Mount Calvary.
Contents
* 1 History
* 2 National Hymn
* 3 Devotion
o 3.1 Processions
* 4 Events in the 2008 feast
* 5 Events in the 2009 feast
* 6 Events in the 2010 feast
History
The image was brought to the Philippines by the Augustinian Recollect Missionaries on May 31, 1606. It was initially enshrined in the first Recollect church in Bagumbayan (now part of Rizal Park). On September 10, 1606, the church was inaugurated and placed under the patronage of St. John the Baptist. In 1608, the Nazarene image was transferred to the second bigger Recollect church of San Nicolas de Tolentino built inside the fortress of Intramuros. Between the years 1767 and 1790, the Archbishop of Manila, Basilio Sancho de Santas Justa y Rufina, ordered the transfer of the image of the Nazareno to the church in Quiapo under the patronage of St. John the Baptist. The intensity of the devotion to the Nuestro Padre Jesus Nazareno flourished and spread throughout the Philippines.
Today, the head portion of the Black Nazarene is retained in the high altars of the Quiapo church while the body is used for public procession. In the 2007 Black Nazarene feast, both the original head and the body were combined together in celebration of the Black Nazarene's 400 year old history.
The veneration of the Black Nazarene is very popular among Filipinos because of their religious piety and devotion to the sufferings of Jesus Christ. Many devotees of the Black Nazarene attribute their poverty and struggles in the daily society to the wounds and tribulations of Jesus Christ, as represented by the Black Nazarene. Although the patron saint of the Minor Basilica of Black Nazarene is originally Saint John the Baptist, the consecration of the Black Nazarene has gained more popular because Jesus Christ is the center of piety and devotion, which may or may not be interceded through a saint.
[edit] National Hymn
Below is the National Hymn composed by Lucio San Pedro, which is used by the Quiapo church as the main hymn to the Black Nazarene.
Nuestro Padre Jesus Nazareno
Lyrics: Lucio San Pedro
I
Nuestro Padre Jesus Nazareno, (Our Father Jesus Nazarene)
Sinasamba ka namin (We worship you)
Pinipintuho ka namin (we admire you)"
Aral mo ang aming buhay (Your lessons are our life)
at Kaligtasan (and our salvation)
II
Nuestro Padre Jesus Nazareno (Our Father Jesus Nazarene)
Iligtas mo kami sa Kasalanan (Please save us from our sins)
Ang Krus mong Kinamatayan ay (Your cross from which you died on)
Sagisag ng aming Kaligtasan (is the sign of our Salvation)
Chorus:
Nuestro Padre Jesus Nazareno (Our Father Jesus Nazarene)
Dinarangal ka namin (We honor you)
Nuestro Padre Jesus Nazareno (Our Father Jesus Nazarene)
Nilul'walhati ka namin (We glorify you)
Nuestro Padre Jesus Nazareno (Our Father Jesus Nazarene)
Dinarangal ka namin (We honor you)
Nuestro Padre Jesus Nazareno (Our Father Jesus Nazarene)
Nilul'walhati ka namin (We glorify you)
[edit] Devotion
The devotion to the miraculous Nuestro Padre Jesús Nazareno has attracted huge following among the populace. Its popularity, which initially spread to the northern and southern provinces of Luzon, spread over time throughout the country.
The uniquely Filipino devotion to the Black Nazarene merited the sanction and encouragement of two popes. In 1650, Pope Innocent X gave his pontifical blessing with a Papal Bull that canonically established the Confraternity of the Most Holy Black Christ Nazarene (Cofradia de Santo Cristo Jesús Nazareno) and Pope Pius VII gave his second blessing in the 19th century, by granting plenary indulgence to those who piously pray before the image of the Black Nazarene of Quiapo.
In addition to this, devotees pay homage to the Santo Cristo Jesus Nazareno by clapping their hands in praise at the end of every Mass performed at the Minor Basilica of the Black Nazarene.
Processions
Today, despite the rough-and-tumble that usually accompanies the thrice-yearly procession of the image, the Filipino people's devotion to God in the special appellation of Nuestro Padre Jesús Nazareno continues to flourish and shows no sign of waning; death, wounds, bodily pains and physical discomfort notwithstanding.
For more than 200 years, the statue has been placed on a golden red carriage every January 9th and pulled through the streets of Quiapo by male devotees clad in maroon. People who have touched the Nazarene are reported to have sometimes been healed of their diseases. Catholics come from all over Manila for the chance that they will be able to get close enough to touch the image and perhaps even receive a miracle. They also throw towels or handkerchiefs to the people guarding the statue and ask them to rub them on the statue in hopes of carrying some of that power away with them.
The procession, and the accompanying Feast of the Black Nazarene, takes place every year on January 9. This commemorates the Translacion or the transfer of the image to its present shrine in Quiapo
Events in the 2008 feast
On January 9, 2008, the number of devotees who joined the procession swelled to 80,000 in Quiapo, Manila. One-and-a-half to three million people can be accommodated around Plaza Miranda and Quezon Boulevard. [1][2] Two people died and around 50 injured devotees were rushed to 2 hospitals and a makeshift clinic of the Philippine National Red Cross for first aid treatment, as the procession proceeded.[3] Vice President Noli de Castro, a known devotee of the statue, also joined the big procession.[4][5]MPD District Director Senior Supt. Roberto Rosales stated that the crowd swelled to 2.2 to 2.6 million "when others, including local residents, joined the procession along the 4.7-km route.” The procession ended at 9:45 p.m.[6] In 2006, 2 devotees also died and 20 others only were injured during the procession.[7]
Events in the 2009 feast
On the 402nd year celebration of the Black Nazarene, the Minor Basilica of Quiapo decided to change the route of the procession of the Black Nazarene. Instead of beginning the procession at 3 pm from the Quiapo Church, the procession was scheduled to begin from the Quirino Grandstand near Dr. Jose Rizal's national hero monument in Luneta at 8:30AM, therefore going through wider roads and streets towards the Quiapo Church. The Quiapo Church Rectory has decided to change routes to prevent injuries and deaths that has happened in the previous years due to the large crowds and stampede during the procession. A healing mass is also celebrated preceding the 8:30 am procession, officiated by his eminence, the Roman Catholic Manila Archbishop, Gaudencio Cardinal Rosales. Philippines' Vice-President Noli De Castro, a known devotee of the Black Nazarene was present in the Eucharistic mass and procession as well with City of Manila Mayor Alfredo Lim.
However, on the day of the procession of the Black Nazarene, upon reaching almost the end of the new route, the older route was still followed due to many devotees who has decided to pull the ropes of the carriage towards the original route which encircles the Quiapo church. The new route was followed only up till Arlegui street, after which many of the Quiapo devotees took charge of the carriage and pulled the carriage ropes towards the original route of the procession. Many of these devotees has recently complained to the police officials because they believe that the Black Nazarene's passing towards their area results in their numerous blessings and good luck, many of whom are financiers and patrons of the Quiapo church.
The Minor Basilica of the Black Nazarene in Quiapo has also decided to move the replica statue of the Black Nazarene to San Agustin's Cathedral in Cagayan de Oro, in the Mindanao island, so that Nazarene devotees from Mindanao may not have to travel to Quiapo, Manila for their annual pilgrimage.
Events in the 2010 feast
Thank You and More Power To all Devotes and to all people celebrating the annual events the Feast Of Nuestro Padre Jesus Nazareno de Quiapo..
Ronald Docallos
docille_84@yahoo.com
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