OPINION
Advocates Philippines
Philippine Shipping Needs Real Reform, Not Rhetoric
Photo credit: ANGKLA
Former lawmaker Jesulito Manalo said the Philippines is not prepared to support recent claims about transporting fuel from Iran, highlighting serious gaps in the country’s maritime sector.
“Out of roughly 100 Philippine-flagged vessels, none are ocean-going tankers capable of making such trips,” Manalo said. “Based on Maritime Industry Authority records, only 113 vessels operate in international trade, most under bareboat charter. There are no large crude carriers, and only a few small tankers operate regionally—not in the Persian Gulf.”
Manalo pointed to the slow and cumbersome Philippine ship registry as another major hurdle. “It’s difficult to convince foreign shipowners to reflag their vessels here because the process is long and bureaucratic. Compare this with Panama or the Marshall Islands, where registration can be completed online in just a few days.”
He also noted the shortage of specialized admiralty court judges, which weakens the country’s legal framework for shipping operations. “Without addressing these gaps, announcements about the safe passage of Philippine-flagged vessels or fuel transport remain symbolic rather than practical,” he said.
Manalo emphasized the need for legislative reform. “A bill to modernize the Philippine ship registry reached third reading in 2019. With proper support from lawmakers and industry stakeholders, this initiative could streamline registration, attract investment, and align the Philippines with international standards.”
He concluded that modernizing the sector requires long-term planning, stronger governance, and investment in infrastructure and human capital. “Until these steps are taken, the Philippines will continue to face structural barriers that limit its role in global shipping—regardless of well-intentioned announcements,” Manalo said.
“Out of roughly 100 Philippine-flagged vessels, none are ocean-going tankers capable of making such trips,” Manalo said. “Based on Maritime Industry Authority records, only 113 vessels operate in international trade, most under bareboat charter. There are no large crude carriers, and only a few small tankers operate regionally—not in the Persian Gulf.”
Manalo pointed to the slow and cumbersome Philippine ship registry as another major hurdle. “It’s difficult to convince foreign shipowners to reflag their vessels here because the process is long and bureaucratic. Compare this with Panama or the Marshall Islands, where registration can be completed online in just a few days.”
He also noted the shortage of specialized admiralty court judges, which weakens the country’s legal framework for shipping operations. “Without addressing these gaps, announcements about the safe passage of Philippine-flagged vessels or fuel transport remain symbolic rather than practical,” he said.
Manalo emphasized the need for legislative reform. “A bill to modernize the Philippine ship registry reached third reading in 2019. With proper support from lawmakers and industry stakeholders, this initiative could streamline registration, attract investment, and align the Philippines with international standards.”
He concluded that modernizing the sector requires long-term planning, stronger governance, and investment in infrastructure and human capital. “Until these steps are taken, the Philippines will continue to face structural barriers that limit its role in global shipping—regardless of well-intentioned announcements,” Manalo said.
Apr 6, 2026
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