Simulated Voyages Using Simulation Technology to Train and License Mariners (1996) / Chapter Skim
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1 Mariners - Their Work and Professional Development
1 Mariners - Their Work and Professional Development
Pages 13-36
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From page 13... ...
The National Transportation Safety Board determines that the probable cause of the grounding of the Queen Elizabeth 2 was the failure by the pilot, master, and watch officers to discuss and agree on a navigation plan for departing Vineyard Sound and to maintain situational awareness after an unplanned course change.
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From page 14... ...
. the probable cause of the ramming of the Mont Fort by the Maersk Neptune was the failure of the pilot to use the information concerning the radar distance to the anchored vessel provided by the master and the use of excessive speed while approaching his intended anchoring location (NTSB, 1988a)
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From page 15... ...
Deck officers can be further subdivided into masters, chief mates, mates, and individuals in these three subgroups with federal pilot endorsements on their U.S. Coast Guard (USCG)
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From page 16... ...
The unusual nature of shipboard work is illustrated by the following observations: • The command structure aboard ships follows the traditional naval hierarchy. • Deck officers need to have directive control because the ship is a self contained unit that operates independently.
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From page 17... ...
The USCG is the responsible licensing authority in the United States for deck officers. Deck Officers Traditional Marine Disciplines The deck officer must first be trained in the traditional marine disciplines.
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From page 18... ...
Ship's business can include accounting and budgeting; payroll calculations; labor contract compliance and personnel relations; port and cargo documentation; requirements of international, admiralty, and business law, codes, and regulations for carriage of commodities by sea; ocean transportation regulations, customs, and immigration activities; vessel and cargo documentation; charter parties; stowage and inventory control; crew business organization and business meetings; and human relations skills inherent in organizing a vessel's operating teams and managing the social-living environment. Cargo Handling Deck officers are responsible for ship's operations at the terminal, for stowage planning, cargo characteristics, the techniques for stowage and carriage of dry and liquid cargos, and the proper response to problems that arise in the course of carrying routine and hazardous cargos.
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From page 19... ...
Therefore, pilots must become knowledgeable about local customs and immigration regulations, maritime law, ocean transportation regulations, and local business practices relating to port operations and cargo movements. Emergency Procedures Pilots must be able to respond to emergency situations, such as loss of steering or propulsion, and must be knowledgeable in port procedures for control
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From page 20... ...
From these numbers, two points are clear: • U.S.-flag ships with U.S.-citizen crews are a small part of the world fleet. • Deck officers' responsibilities have steadily increased with increasing ship size.
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From page 21... ...
249 percent increase in U.S.-flag ship average deadweight. 217 percent increase in world ship average deadweight.
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From page 22... ...
. MARINER TRAINING, LICENSING, AND PROFESSIONAL DEVELOPMENT Professional development of mariners is a shared responsibility of the mariner, maritime academies and training institutions, unions, operating companies, pilot associations, marine licensing authorities, and the IMO (see Box 1-2)
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From page 23... ...
. Supports the training of merchant mariners by approving course curricula for federal and state maritime academies.
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From page 24... ...
In the United States, the structured education approach prevails for deck officers, while on-the-job learning dominates in the towing industry. Learning by experience also prevails in the piloting profession, although many marine pilots are recruited from the pool of licensed deck officers in the shipping and towing industries.
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From page 25... ...
training schools primarily provide technical training to upgrade skills for advancement and continuing professional education. These schools offer a wide range of professional training, including five schools that offer computer-based ship-bridge simulation training.
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From page 26... ...
. Historically, U.S.-port pilot associations have maintained specialized training programs where apprentice pilots spend extensive time -- commonly two to four years or longer -- training aboard ship under the tutelage of senior pilots.
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From page 27... ...
Continuing professional development using advanced training media, especially marine simulation, though long used by several pilot associations, is relatively new in many pilotage systems. Given the organization and structure of U.S.
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From page 28... ...
In general, a marine licensing authority's official responsibility is to regulate, according to established criteria, the license holder's authority to serve aboard vessels. A mariner's service is also professionally regulated, to varying degrees, by union and operating company policies and practices, or, in the case of independent marine pilots, by pilot associations.
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From page 29... ...
At present, there is no requirement for licensed officers to have any specific level of formal education to qualify for a marine license. Renewal of the deck officer's license is usually required at five-year intervals, the maximum interval permitted by the mandatory provisions of the STCW guidelines.
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From page 30... ...
In nearly every case, the pilot association, either officially or by custom, administers apprentice programs for the route where the apprentice expects to work. Apprentice pilots make repeated trips, several hundred in many cases, under the supervision of experienced pilots aboard ships traversing the route for which the license is sought.
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From page 31... ...
Measures to detect degraded performance, before the performance becomes a causal factor in a marine accident, are informal and unevenly applied. There is, however, a growing trend among pilot associations and state pilotage authorities to require pilot participation in continuing professional development programs (NRC, 1994)
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From page 32... ...
These tests include: • traditional testing through written examination during the normal four year course of instruction at the state and federal maritime academies; • instruction and testing at training facilities and union schools; • formal periodic job evaluations by employers, based on company perfor mance standards for job retention and promotion; • continuous, informal on-the-job performance evaluations by masters and senior officers aboard ship; and • pilot association examinations and check-rides and state license exami nations for pilots. There are no post-graduate education requirements for deck officers and pilots working aboard ship, although some practicing mariners do have postgraduate degrees in business, law, or other subjects associated with seagoing work.
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From page 33... ...
U.S. Mariner Professional Development A growing number of shipping and towing companies, members of the piloting profession, marine educators, and worldwide marine licensing authorities, including the USCG, have recognized the need for improved professional development, licensing, and certification programs.
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From page 34... ...
waters (and the steady decrease of U.S.-flag vessels) presents an additional mariner competency concern.
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From page 35... ...
Box 1-3 summarizes the objectives of the U.K.'s National Vocational Qualification system, a system being structured to define levels of advancement within each vocation and to identify training and assessment certification criteria at each level in each vocation. The Need for a Systematic Approach to Professional Development It has been a long-standing practice to focus on knowledge as the basic determinant of mariner competency.
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From page 36... ...
NTSB (National Transportation Safety Board)
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