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Tuesday, 19 October 2010 21:17 |
If there's one thing Captain George Trowbridge is certain of, it's the need for high quality training for mariners who want to advance in their careers. "Most mariners don't know what they need to be doing now to advance to the next level," says Trowbridge, owner of Quality Maritime Training, LLC in St. Petersburg, FL. "Many mariners don't have situational awareness when it comes to their careers. They're surprised when they try to get a new license. They're simply not aware of what they need to do."By the end of his 22-year career in the United States Navy, Captain Trowbridge achieved the rank of Master Chief Quartermaster. The Navy has well-established training programs that offer what Trowbridge calls "a natural progression." In the Navy, seamen know exactly what they must do to achieve the next rank. In the commercial maritime industry, however, no such direction exists and career mariners are often on their own when it comes to their career plans. Consequently, mariners waste much of what could be productive training time at sea, and slow their ability to achieve higher licensure. "People call the Coast Guard looking for career counseling," says Trowbridge. "The Coast Guard will assist them with the application as long as they meet the criteria, but the Coast Guard application is an elimination process. If they don't meet the criteria, they won't be licensed." Mariners also look for help from maritime training schools, but this can also be a tricky proposition. "We have a lot of schools that do not have experience in the regulatory requirements for maritime licensing," says Trowbridge. "More employers are becoming engaged in the careers of their mariners. Some employers are good at it; they get educated about what mariners need to do," but for the most part, Trowbridge says that mariners looking for career guidance have few reliable sources of information."To fill this void, Trowbridge founded his first marine training school in Pensacola, FL in the 1990's, which he eventually sold to Houston Marine Training. After the sale, he worked with other maritime training schools to help develop their curricula. After building solid training programs for other schools, Trowbridge decided to offer his own training and opened his second school, Quality Maritime Training. For Trowbridge, quality is the key, not only for his own school, but also for his students who will be adequately prepared for licensure when they complete the Quality Maritime Training requirements. According to Trowbridge, many maritime schools today are designed to appeal to people who want a 6-pack license. "These are people who are looking for a mid-life career change or they're semi-retired and want to run a fishing or diving charter."For mariners who want higher tonnage experience, the quality of the training is crucial. Unfortunately, many mariners make the decision to attend classes based on which schools offer the most affordable tuition. Trowbridge also says that mariners often don't understand that they must complete training and education requirements while they're accumulating sea service. In addition to the training and certification requirements, the mariners must also complete assessments where they demonstrate proficiency required for advancement. This information is rarely supplied by low-quality mariner training schools. For the inexperienced mariner, finding schools that provide quality training and preparation can be difficult. Trowbridge advises mariners to research the schools they're interested in carefully. "Some schools are certificate mills. They'll imply to students that as long as they've paid for the course, they'll get a training certificate." Good schools have strict attendance and grading policies, and follow the Coast Guard regulations on testing. Under Coast Guard rules, a student is able to test only three times before washing out, however some schools are known to allow students to test until they pass. Trowbridge counsels prospective students to avoid these certificate mills and look for schools that offer quality training programs. Trowbridge also advises students to avoid schools that travel from place to place, offering exam-preparation style training, "Major schools have fixed locations and training centers," says Trowbridge. "They offer a full range of courses." Before determining which school to attend, a prospective student should ask questions like "How many students fail this course?" If no one fails the course, the student should look for more rigorous training opportunities. New 2010 STCW amendments, which are presumed to take effect on January 1, 2012 hold the potential for change in the maritime licensing and education industry. "The good news is that the new rules allow the Coast Guard to provide better oversight over accredited training institutions," says Trowbridge. "Approved training institutions are open for inspection by the Coast Guard at any time," he says, noting that Quality Maritime just recently had its first Coast Guard inspection. The new STCW regulations are not yet finalized, so maritime academies do not yet know what will be required by the Coast Guard for licensure when the new rules take effect. Some current license classifications are expected to be phased out, but in any circumstances, Trowbridge plans to deliver the highest quality training to students who are seeking maritime licensure. One service Quality Maritime Training does not offer is job placement. "I don't do that," says Trowbridge. "Many employers now pay for training just to keep their boats manned, and they want schools to sign agreements saying their personnel won't be solicited for employment."
For his part, Trowbridge is trying to offer the best quality, affordable maritime training to students who want to learn. "When I retired from the Navy, I was appalled at the lack of training I saw, the incompetence and the lack of caring about the incompetence among mariners. I was warned about it, but I had to see it for myself." For Trowbridge, the measure of his success at Quality Maritime Training is simple. "The big key for students is whether they left here with more than they came in with. I think they do." George Trowbridge can be reached at 727-209-1811/800-581-5509 or visit http://www.qualitymaritime.info |
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Wednesday, 22 September 2010 13:35 |
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Quality Maritime Training
St. Petersburg, Florida
727-209-1811/800-581-5509
www.qualitymaritime.info
Coast Guard Licensing and STCW Requirement Changes
On June 25th, the International Maritime Organization (IMO) and other major stakeholders in the
global shipping and manning industry formally ratified the so-called "Manila Amendments" to the
current Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW) and its associated Code.
The Convention amendments are set to enter into force on January 1, 2012 under the tacit
acceptance procedure and are aimed at bringing the STCW up to date with developments since
its conception and initial adoption in 1978, and the subsequent amendments in 1995. It should be
noted that the Coast Guard had not yet committed to this or any other time frame yet.
2010 STCW (“MANILA”) AMENDMENTS
The following is what we can probably expect from the amendments to the STCW convention:
Improved measures to prevent fraudulent practices associated with certificates of competency and
strengthen the evaluation process (monitoring of Parties’ compliance with the Convention).
Revised requirements on hours of work and rest and new requirements for the prevention of drug
and alcohol abuse, as well as updated standards relating to medical fitness standards for
seafarers.
STCW Chapter VI
Security Training:
The amendments will include three levels of security training
• Level One - Security Awareness (All crew members)
• Level Two - Person with Security Duties
• Level Three - Ship Security Officer – ISPS Code
Anti Piracy training will be added to each level as well.
Marine Environmental Issues:
The amendments will include the addition of marine environmental awareness issues in the
Personal Safety & Social Responsibilities course conducted as part of Basic Safety Training
as well as an operational level of marine environmental concerns at the STCW Code A-II/1
and A-III/1 levels of Certification. The Personal Safety & Social Responsibilities (PSSR)
coverage of the following subjects will be added:
G Communications
G Control of FatigueG Teamwork
These additional subjects will make the PSSR module longer in length but it should still be
less than one day in length. However, this will cause an increase in the length of Basic
Safety Training courses from the usual five days to at least 5.5 days.
Refresher Safety Training:
One of the key elements of the STCW 2010 amendments appears to be the removal of
loopholes with respect to refresher training. The STCW Code, which was vague in this area
and many countries opted to interpret the “within five years” requirement loosely. It has
been decided that certain courses that may affect the safety and survival of the crew and
passengers in an emergency warrant periodic refresher training. The Coast Guard is
conducting a review to determine which components can be done by e-learning or
shipboard drills and which will require shore based or practical training.
The safety courses will require refresher training every five years and the courses may be
abbreviated somewhat from the original course lengths. The training that will need to be
refreshed by an approved method (in class or shipboard – yet to be determined) are:
G Proficiency in Survival Craft and Rescue Boats
G Advanced Firefighting
G Basic Safety Training
G Fast Rescue Boat
G Medical Training
STCW Chapter V
Tankers and Tank Ships:
There will now be three categories of Tankerman on tank ships.
G Oil
G ChemicalG Liquid Gas
In addition, each Tankerman category will have two levels
• Basic (currently called assistant)
• Advanced (currently called Person in Charge (PIC)
The major change will be the division of the chemical from the oil and each requiring its own
sea service prerequisites on each type of vessel and specific training for each. Additionally,
there will be a specially designated Tanker Fire Fighting Course, although the Coast Guard
believes that most approved Basic Fire Fighting courses will cover this requirement.
Passenger Vessels - There will be a consolidation of rules for passenger vessels.
Offshore Supply Vessels (OSV), Dynamic Positioning (DP) Vessels and Operations
Ice Covered Waters:
There will be a new section with guidance on special licensing or training requirements for
OSVs, Dynamic Positioning (DP) Vessels and vessels operating in water that are covered
in Ice.
STCW Chapter III
Chapter Three of STCW is the section on Engineering. The principal change in Chapter III
is the addition of an Able Seafarer – Engine Rating. This is separate from the Rating
Forming Part of an Engineering Watch. In the U.S. System, we have always had Qualified
Member of the Engineering Department (QMED) ratings.
Many countries have only had the RFPEW level and this new Able Seafarer Engine rating
will require the RFPEW to be STCW Compliant. This will require training and testing and
will be a new section called A-III/5.
Section A-III/1 will be reformatted and reorganized. You will no longer need to have the 30
months of approved training in the engine room. The wording will now be more
synchronized with the deck department and will read three years of sea service with one
year of combined work shop skills and six months of engine room watchstanding. < A new Electro Technical Officer (ETO) and an Electro Technical Rating (ETR) will
be added. We understand that the United States will not be making this a priority.
Engine Room Resource Management, Teamwork and Leadership training will be
mandatory at both the operational and management levels.
STCW Chapter II Support Level
Chapter Two is the section on the deck department. The principal change in Chapter II is
the addition of an Able Seafarer – Deck Rating.
This is separate from the Rating Forming Part of a Navigational Watch (RFPNW). In the
U.S. System, we have always had an Able Seaman Endorsement available for domestic
certification and now it will be the upgrade from the RFPNW level which will be the required
prerequisite to an STCW Compliant Rating.
Based on sea time requirements, it will be critical for a mariner to get their RFPNW
qualification as early in their career as possible. Sea time toward an AB qualification will
not start until RFPNW qualifications have been met and any sea time toward subsequent
licenses will require the AB endorsement. This will require training and testing and will be
a new section called A-II/5.
STCW Chapter II Operational and Management Level
Electronic Chart Display and Information System (ECDIS) will be required training for all
deck officers on all vessels that are equipped with ECDIS. ECDIS will be treated the same
as ARPA or the GMDSS training, where it is an STCW restriction from serving on equipped
vessels if you don’t have these training certifications.
By 2012 nearly all vessels more than 200 gross tons will be required under a separate law
to have ECDIS equipment. By default, any deck officer on vessels of more than 200 tons
will need ECDIS training. There will be two levels of ECDIS, operational and management
dealing with the different responsibilities of each.
The Coast Guard believes it can make a reduction of training requirements in two areas: < Celestial Navigation – still required but certain celestial navigation topics will not be
required < Morse Code by Flashing Light – still required but a reduced requirement to receiving
single letters, S.O.S., etc.
Bridge Resource Management, Teamwork and Leadership training will be mandatory at
both the operational and management levels. This has been required in the U.S. since 2002
anyway.
STCW Chapter VIII
This section of the STCW Code will be harmonized with the Maritime Labour Convention (MLC)
Convention. The Maritime Labour Convention was signed in 2006 and was created to create
regulations for seafarers right’s so that there would be a global minimum standard for how mariners
are treated.
Where the IMO (International Maritime Organization) oversees the STCW Certification Convention,
the ILO (International Labour Organization) oversees the MLC Convention. When the International
Labour Organization adopted a “bill of rights” for the world’s maritime workers, all concerned –
governments, seafarers and shipowners – hailed this new labour standard as a landmark
development for the world’s most globalized sector.
The International Maritime Organization (IMO) had taken important steps to build protections in the
areas of safety, certification and pollution, but the sector was awash in a wide range of international
labour standards going back over eight decades. The ILO Maritime Labour Convention 2006
modernizes these standards to:
1. Consolidate and update more than 60 earlier ILO Conventions and Recommendations.
2. Set minimum requirements for seafarers to work on a ship.
3. Address conditions of employment, accommodation, recreational facilities, food and
catering, health protection, medical care, welfare and social security protection.
4. Promote compliance by operators and owners of ships by giving governments sufficient
flexibility to implement its requirements in a manner best adapted to their individual laws
and practices.
5. Strengthen enforcement mechanisms at all levels, including provisions for complaint
procedures available to seafarers, the shipowners’ and shipmasters’ supervision of
conditions on their ships, the flag States’ jurisdiction and control over their ships, and port
state inspections of foreign ships. |
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Last Updated on Wednesday, 22 September 2010 13:50 |
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