WSIL 476l - So you want to go to sea you want to go to sea.pdf3.10.11 Electro Technical Officer 19 3.10.12 Electro-Technical Cadet Officer 19 3.11 Discipline 20 3.12 Problems Affecting

SO YOU WANT TO GO TO SEA

by

Captain Michael Lloyd

Witherby Seamanship InternationalA Division of Witherby Publishing Group Ltd

4 Dunlop Square, Livingston, Edinburgh, EH54 8SB, Scotland, UKTel No: +44(0)1506 463 227 - Fax No: +44(0)1506 468 999

Email: [email protected] - Web: www.witherbyseamanship.com

ii

First edition published 2011

eISBN: xxxxxxxxxx

© Witherby Publishing Group Ltd, 2011

Notice of Terms of UseAll rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publishers.

While the advice given in this book So you want to go to Sea has been developed using the best information currently available, it is intended purely as guidance to be used at the userÊs own risk. Witherby Publishing Group accepts no responsibility for the accuracy of any information or advice given in the document or any omission from the document or for any consequence whatsoever resulting directly or indirectly from compliance with or adoption of guidance contained in the document even if caused by failure to exercise reasonable care.

This publication has been prepared to deal with the subject of So you want to go to Sea. This should not however, be taken to mean that this publication deals comprehensively with all of the issues that will need to be addressed or even, where a particular issue is addressed, that this publication sets out the only definitive view for all situations.

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Published by

Witherby Publishing Group Ltd4 Dunlop Square, Livingston,Edinburgh, EH54 8SB,Scotland, UK

Tel No: +44(0)1506 463 227Fax No: +44(0)1506 468 999

Email: [email protected]: www.witherbys.com

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ACKNOWLEDGEMENTThis book would not have been possible without the co-operation of the organisations who have been involved. They have all played a part in putting together a comprehensive guide to our Marine Industry for those wishing to enter the Merchant Navy.

The overwhelming positive response to the book has much to do with all those who not only assisted with the drafts but with their advice during the writing. My thanks for your consideration and assistance.

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CONTENTS

Acknowledgement iii

Introduction 1

1. A Career at Sea 31.1 What do you Expect? 31.2 Education 31.3 Qualities 41.4 Going Away 41.5 Lifestyle Differences 41.6 Advantages and Disadvantages 51.7 Parents 51.8 Cadet or Rating 51.9 Costs 51.10 Employment Figures 61.11 Retention Rates 71.12 Career Potential 71.13 Nautilus Cadet Survey 7

1.13.1 Key Findings 81.14 Initial Path 8

2. Preparation 112.1 Nautical Periodicals 112.2 Schools 12

3. The Merchant Navy 133.1 History 133.2 Flag 143.3 Manning 143.4 Tonnage Tax and Training 153.5 The Ship 15

3.5.1 The Engine Room 153.5.2 The Decks 153.5.3 Cabins 163.5.4 Main Deck 16

3.6 Shipboard Structure 163.6.1 Deck 173.6.2 Engineering 173.6.3 The Catering Department 17

3.7 Watchkeeping 183.8 Working Hours 183.9 Fatigue Rules 183.10 Duties and Responsibilities on Board 18

3.10.1 The Captain 183.10.2 The Deck Department 183.10.3 The Second Officer 183.10.4 The Third Officer 193.10.5 The Deck Cadet Officer 19

So you want to go to Sea

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3.10.6 The Chief Engineering Officer 193.10.7 2nd Engineer 193.10.8 3rd Engineer 193.10.9 4th Engineer Officer 193.10.10 Engineer Cadet Officer 193.10.11 Electro Technical Officer 193.10.12 Electro-Technical Cadet Officer 19

3.11 Discipline 203.12 Problems Affecting the Merchant Navy 20

3.12.1 The Risk Element 203.12.2 Piracy 203.12.3 Criminalisation 213.12.4 Manning 213.12.5 Fatigue 213.12.6 Shore Leave 21

4. The Ships 234.1 Ship Groups 23

4.1.1 Coastal 23 4.1.1.1 Advantages 24 4.1.1.2 Disadvantages 244.1.2 Ocean Going 24 4.1.2.1 Advantages 24 4.1.2.2 Disadvantages 25

4.2 Ship Types 254.2.1 Bulk Carriers 254.2.2 Container Ships 264.2.3 General Cargo 274.2.4 Tankers 274.2.5 Chemical and Gas Tankers 284.2.6 Cruise Ships 284.2.7 Specialist Sargo and Passenger Ships 294.2.8 RoRo 294.2.9 Ferries 294.2.10 Specialist Ships 29 4.2.10.1 Ice vessels 30 4.2.10.2 Cable laying 30 4.2.10.3 Salvage and deepsea towing 30 4.2.10.4 Dredging 30 4.2.10.5 Research vessels, oceanography, fishery, weather and others 31 4.2.10.6 Military support 31 4.2.10.7 Offshore support vessels 324.2.11 The Fishing Fleets 35

5. Shipowning and Management Companies 375.1 Training Companies 37

6. Medical Standards and Eyesight Test 39

7. Entry Qualifications and Initial Training 437.1 Entry Routes 43

Contents

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7.1.1 Officer Entry Mainstream 437.1.2 Officer Entry Previous Experience/Qualifications 447.1.3 Rating Entry 46

7.2 Joining a Ship 487.2.1 Before Leaving 487.2.2 Baggage 487.2.3 Compensation 487.2.4 The Port 497.2.5 Boarding 497.2.6 Your Position on Board 497.2.7 The Captain 507.2.8 Senior Officers 507.2.9 Junior Officers 507.2.10 The Ratings 507.2.11 Initial Shipboard Training 517.2.12 Personal Protection Equipment 517.2.13 Seeing the Ship 517.2.14 Discipline 517.2.15 Complaints Procedure 527.2.16 Living on Board 527.2.17 Your Training 527.2.18 The Bar 537.2.19 Going Ashore 537.2.20 Leaving the Ship 53

8. The Colleges 55

9. Merchant Navy Organisations 57

10. The Marine Support Structure 59

11. Charitable Bodies and Welfare Organisations 61

12. Professional Organisations 63

13. Financial Matters 6513.1 Salaries and Allowances 6513.2 Currency 6513.3 Getting your Money 6513.4 Tax 6613.5 Pensions 66

13.5.1 The Merchant Navy Officers Pension Plan (MNOPP) 66

14. The Royal Naval Reserve 69

15. Conclusion 7115.1 Coming Ashore 7215.2 Opportunities 7215.3 The Future 73

Appendices 75

Acknowledgements 117

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INTRODUCTION

The United Kingdom used to be a truly maritime nation. Both the Royal and Merchant Navies were among the largest in the world, a considerable number of young men and, to a lesser degree, young women, have gone to sea as their chosen career path. Most schools had information about the companies and conditions, in fact large companies had recruiting teams that visited schools and career exhibitions. Parents who indicated that their children were interested in a seagoing career, would receive information from several shipping companies within days.

As there were so many seafarers in the country, almost everyone had a relative or neighbour who was or had been at sea with whom they could discuss a career at sea. Our trade, safety and welfare depended on the ships and those who manned them.

Looking back it would seem that with so much opportunity, information and ships, many drifted to sea rather than a determined career course. Encouraged by the wealth of our nautical history, the sea was a natural world for us to enter.

Times have changed, fleets have been reduced and our place on the seas does not receive the recognition it once did, even though it is as vital as it always was. With the diminishing awareness of the sea and available opportunities, the existing career structures are not understood, this lack of knowledge means that those

who would consider such a career course can be diverted to other more publicly visible careers.

It is often said within and outside the marine industry, that today there is a lack of interest in going to sea as a career. This lack of interest, in the majority of cases can be due to a lack of knowledge of the available opportunities in a career at sea.

This book is not intended to be a recruitment book but a guide to the Merchant Navy and the available pathways for those wishing to go to sea, their parents, schools, career advisors and anyone who wants to know about career opportunities at sea. It also shows the wealth of organisations surrounding the MN and how their support is structured. Hopefully, a prospective entrant will get an idea of what to expect and what is expected of them.

Unlike the Royal Navy, there is no central organisation or recruiting office covering all aspects of seagoing. There is also not a requirement for all the recruiting to be done through the Merchant Navy Training Board whose invaluable careers, training and educational service provides guidance about careers at sea. For those unsure about the type of company or career path to follow or who want information about any aspect of a career at sea, this organisation should be regarded as the ÂFirst Stop ShopÊ. This organisationÊs work is outlined in Chapter 10, The Marine Support Organisations.


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The sea is not for everyone, but for those who go to sea knowing what to expect, work hard and conform to shipboard life, it can be a career like no other. No matter how long a person remains at sea, it can provide an experience that will contribute to their character and abilities with qualities that are invaluable no matter what their future career path is.

There are very few seamen, while quick to point out the difficulties of a career at sea, who regret having gone to sea, no matter whether their career was at sea or

ashore. The training, experience and confidence that is established and developed at sea is invaluable.

Hopefully readers of this book will realise the incredible array of opportunities and career paths within the Merchant Navy, the wide ranging educational and professional programmes that are continually kept up to date, the comprehensive support services that exist and the way that training and professional qualifications obtained at sea can lead into numerous other careers ashore.

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1A CAREER AT SEA

1As seagoing in the Merchant Navy is an unknown course to those who have had no previous experience, the reasons why people consider going to sea are often based on indirect information from novels and fictional media programmes rather than solid facts. This is fine as long as this information is treated as stirring an interest in a possible course of action with a determination to find out the truth before making any decision.

Most people know more about the Royal Navy than the Merchant Navy. This is because the Royal Navy has more exposure in the media and have a public relations and recruiting organisation that is devoted to ensuring they are in the public eye. Because of this, the knowledge they have is based on what they see portrayed in this service. The Merchant navy is very different to the Royal Navy (Chapter 3 The Merchant Navy) and they should not be confused.

The Royal Navy is a military naval service that has the expected organisation and support for individuals in that service. The Merchant Navy has no central organisation or central recruitment office, there are several methods of entry. The ships are manned by seamen from a multitude of nationalities, serving on a mix of ships under flags that tend not to bear any relation to those who own or serve on them. This is not a criticism, to those at sea on merchant ships today it is normal.

1.1 What do you Expect?All careers have good and bad points. The bad points are rarely discussed and are often only discovered once an applicant has been accepted and joined. In most occupations, this is not too much of a problem. Apart from the time wasted, the new applicant can simply clear his desk and walk away. This is not so easy at sea, as ships today do not trade regularly with British ports and deciding that the life is not for you in Japan would involve considerable expense on behalf of the shipÊs operator in getting you off the ship and transported home. This is why many companies may not seem keen to recruit you and will emphasise the reality of seagoing. It is not that you are not wanted, it is that you are wanted but with your eyes wide open.

Those who go to sea having done very little research into the career paths and opportunities will be disappointed, as will those who see it as a form of escape. What you will find often depends on the company you join, the type of ships they have in their fleet and the makeup of the ships company. Boredom occurs at sea as well as ashore and the restrictions on personal freedom are far greater.

1.2 EducationAt one time, those who wanted to go to sea, followed a specific educational path that was unrelated to that of the shore, except for the basic educational entrance


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requirements. This meant that university was not an option and that the qualifications achieved, regardless of how arduous or academic, could not be related to those ashore.

This has now changed and it can be seen in the chapter about training (Chapter 7), that entrants can take training and educational courses appropriate to their initial qualifications and proceed through to honours degree level, with maritime degrees now recognised throughout the world.

The training is designed to suit all educational backgrounds and allows professional and academic qualifications to be obtained by studying ashore and at sea. The academic qualifications obtained are recognised by all universities and can be added to by further studies or used as a way of entering other professions. This means the marine qualifications gained, both academic and professional, are recognised ashore.

1.3 QualitiesAll occupations list the qualities required for entry. Very few achieve the perfect entrant, however there are certain qualities which are necessary when undertaking a career at sea. Assuming the educational and medical requirements are met, these qualities are a willingness to learn, accept a new way of life, confidence, resilience, sociability, teamwork and leadership. The training ashore and on board is designed to enhance these qualities but there must be a base to build on. A sense of humour also helps.

Interviews are an important part of the recruitment process and it is important that the best impression is given. A few do not’s (from experience) that may help include:

When advised that the company has a strict drug and alcohol policy, the correct response is not “oh that’s okay I am pretty much fine now...”

When asked how your family feel about your career choice answering “Am I going straight to the ship from here, my mother in law helped me pack my bags?” does not inspire confidence.

Turning up at an interview carrying several shopping bags filled with purchases after the company has paid for you to attend. It gives the distinct impression of ulterior motives.

There are ways to lessen the impact of the demands put on you, for example joining a cruise company, where the lifestyle is more like a hotel than a ship and the work is more office orientated. But even here, if you wish to move on to the more demanding shipping sectors, these qualities must be met.

On most general ships the job is demanding, your ability to cope with what is required of you must be a prime consideration in this career choice.

1.4 Going AwayEmbarking on a ship and sailing away carries a certain finality with it. Once you have sailed, there is no turning back, unless there is some serious emergency or homesickness, sea sickness is not treated as that.

The pre sea period of training can provide some separation experience but being able to use a mobile phone and the ability to walk out of the gates to go home takes away any real finality. Flying out to join a ship is exciting but once on board and alone in a small metal cabin, people can be brought down to earth with a thump.

There will initially be periods of considerable loneliness. If allowed to continue it can lead to depression.

Of course the ship will call frequently at ports and if the situation becomes intolerable, you can be flown home.

1.5 Lifestyle DifferencesThis can be traumatic for some, especially those who have never been away from home for an extended period before.

Of course it is accepted that you are being trained and allowances in your work will be given but even as a trainee, as you become more skilled, you will increasingly become an essential member of a team.

All ships operate under a disciplined environment. This tends to be of a quasi- military nature, without this no ship could operate. Acceptance of discipline is a prerequisite for anyone going to sea (Chapter 2, Discipline).

A Career at Sea

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The ship will become your home for several months, often without shore leave. You cannot wander off to see your friends, go to a party or a restaurant. Your life becomes confined to the ship its facilities and the activities provided on board.

1.6 Advantages and DisadvantagesSumming up the initial advantages and disadvantages a career at sea is not as easy as it first appears. Many of the advantages are found later in life from the experience of sailing on a ship, the comradeship, the quick growth of maturity, the pride in being able to do a tough job and being a seaman.

Advantages Paid academic and professional training qualifications gained are internationally recognised

and transferable ashore good salary (often tax free. Chapter 13, financial

matters) free accommodation and food free travel opportunity to see the world free medical and dental treatment during time on

board paid leave good promotion prospects the qualifications obtained lead to many other

careers ashore.

Disadvantages Away for prolonged periods disruption of family life redundancy common often international contracts without UK

employment guarantees sailing under Foreign Flags without UK protection increasingly restricted shore leave acceptance of a disciplined environment 24/7 while

on the ship.

1.7 ParentsParental support is a considerable advantage to the initial success of a sea career. For this reason, the initial idea and future progress towards this goal should be discussed with your parents.

As a career at sea may be unfamiliar territory for them and not one that was probably considered previously, unless they or relatives are from a seafaring background, they may be doubtful about the suitability of what you are considering.

Unfortunately, many school or local government career advisors do not have much knowledge of this either. You may have to gather as much information as possible about the various opportunities on offer (Chapter 7).

Various training organisations organise career days around the country where you can meet people who are at sea and discuss the opportunities with them.

Often it is not the career opportunities that parents are concerned about, but the unfortunate and misleading reputation that seamen have from a bygone age. In the dim and distant past, seamen did tend to behave impulsively when they had the rare opportunity to go ashore and had little money. When the two came together the inevitable happened.

It may surprise many that todayÊs seafarers drink far less than their counterparts ashore, as many ships have a no alcohol policy, but also have too many responsibilities in port to be able to spend the night roistering around town. They are concerned about mortgage payments, family and most are paying into their pension fund. Unfortunately merchant ships do not have open days where those ashore can visit the ships to meet those on board and to see the conditions.

1.8 Cadet or RatingIt is easier to join the Merchant Navy as a cadet than a rating, if you have the appropriate educational requirements. This is because there are fewer training berths and colleges for ratings than cadets and many companies employ foreign ratings rather than British ones.

This is not to say that British ratings are not required but companies that employ them are few and far between.

1.9 CostsFor Officer Cadets, there are no costs to the applicants. Most companies pay the interview expenses and once


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accepted, they also pay for the required uniform and work clothing.

College fees are paid for by the company and an allowance is given while the initial pre sea course is attended.

While the cadet training costs are paid for, this does not necessarily apply to rating training. If funding is not paid for by a prospective company, funding must either be paid for by the trainee or from another source, for example job centres or local council grants.

1.10 Employment Figures*Since 2000, shipping in the UK has seen remarkable growth as a result of the GovernmentÊs policies. The UK-owned fleet has increased by some 200 per cent, and the UK-flag fleet has grown by more than six times.

The number of new entrant officer cadets in 2009 increased to more than 950, twice the level in 2000 and the highest for at least 20 years. The growth in trainee officer recruitment has risen twice as quickly as the number of UK based ships.

In 2009, about 26,700 UK nationals were seafarers working regularly at sea, consisting of:

11,400 certificated deck and engine officers (assuming a retirement age of 62),

1,100 uncertificated technical officers, 2,100 uncertificated Âhotel & otherÊ officers, 5,000 deck, engineroom and general purpose

ratings, 5,400 catering/hotel ratings and 1,800 trainees in training.

Of these, just under two thirds held qualifications related to handling ships or their engines (ÂdeckÊ or ÂengineÊ officers and ratings), while the remainder were employed for other duties (e.g. technical or hotel/hospitality staff), or were trainees.

The total number of UK seafarers active at sea in 2009 was about 4 per cent higher than in 2002, the earliest

year for which estimates are available for all groups. The number of those with qualifications related to ship and engine handling was down 7 per cent.

The number of certificated officers in 2009 was 20 per cent lower than in 1997. However, the certification system for deck and engine officers has been expanded in recent years, and if the newly eligible groups are excluded, the overall decrease since 1997 is 25 per cent.

The number of certificated officers was marginally lower in 2009 than in 2008.

In 2008/9, there were around 930 new entrant officer cadets, the highest number since the current system began in 1999. The latest figures for new starts in 2009/10 are lower, standing at 700. This fall partly reflects the onset of the recession, but also the fact that a boost to new starts following last yearÊs introduction of the new Foundation Degrees has worn off.

The number of uncertificated technical officers has risen recently, from around 700 to 900 between 2003 and 2007, to 1,100 in 2009. The number of uncertificated officers with hotel and other specialisations is more variable: numbers increased from 1,000 to 1,900 between 2007 and 2008, rising again to 2,100 in 2009.

The overall number of UK ratings in 2009 was about 9 per cent higher than in 2002, though with some variations over the period. The number of deck and engine room ratings was 2 per cent lower, and the number of catering/hotel ratings was 23 per cent higher.

In 2009, nearly two thirds (65 per cent) of certificated officers were aged over 40. The pattern for deck and engine room ratings is similar, at 72 per cent.

Projections have been made to 2029 of the number of UK certificated officers, based on assumptions about wastage rates, retirement age and cadet intake. The number is projected to decline by 32 per cent by 2019 and by 38 per cent by 2029, largely due to the high average age of officers currently in employment.

*Taken from Department of Transport Transport Statistics Bulletin, UK Seafarers Statistics: 2009.

A Career at Sea

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1.11 Retention RatesThe number of Cadets who either leave during or at the end of their cadetship has always been high, this is often due to insufficient or misleading information regarding a career at sea.

A recent study of UK cadets employed by the three companies with the largest cadet intake suggests that attrition rates vary considerably from one employer to another and that the safest assumption of the overall rate of loss is between 40% and 50% over the three-year period.

Another study made in 2008 of 229 serving seafarers indicated that approximately one third intended to make seafaring a lifelong career, while two thirds indicated they would move ashore as soon as circumstances permitted (Shiptalk 2008).

1.12 Career PotentialIf the above figures are kept in mind and considering that a number of those presently at sea are approaching retirement age, the long term career prospects are excellent, even allowing for occasional redundancies due to fluctuating fortunes of the industry.

One cadet was threatened with the sack if he missed any more college time, but then slept in a few days later. A classmate had a doctor’s appointment around 10 am so

swung round to his flat to get him up & concoct a plan afterwards.

After a couple of pints they bandaged up his arm and got his girlfriend’s mum who worked in another doctor’s surgery to forge a sicknote.

He kept the bandage on for around 5 weeks & is still working at sea.

Careers at sea and many other careers ashore depend on the skills of properly qualified seamen in many segments of the marine industry. (See Chapter 12 Career Options).

1.13 Nautilus Cadet SurveyA recent survey completed by the Officers Union, Nautilus (published August 2010) of more than 260 cadets, of this approximately a quarter were in

training. The survey consisted of 25 questions on issues such as pay, leave, accommodation, travel costs and uniforms.

The cadets taking part in the survey attended 10 different colleges and training institutions almost 50% rated the quality of their training as good, 37% said it was adequate and 13% described it as poor.

From the responses it was clear there were wide variations in the cadetsÊ perceptions of the standards of their college training, there were also frequent complaints about the state of their accommodation and leisure facilities.

Several cadets suggested that the first phase of college training should be shorter and that there should be an earlier opportunity to go to sea. One cadet explained that:

ÂSeatime experience is essential in deciding if a career at sea is right for you and therefore it would be better to have a few weeks experience at sea before wasting months at college.Ê

Another added:

ÂI feel this would enable cadets to have a better understanding of all the basic subjects taught in classes. I would have benefitted from a trip at sea at an early stage as it would have helped with my learning of the collision regulations and simple things like ship construction and actual effects of the sea and weather.Ê

Huge differences in the quality of on board training and support were a source of discontent, many cadets would like a more standardised approach to this part of their training.

A common complaint was a lack of understanding or support for training from foreign officers. Some cadets said they had been the only UK citizen on board and said that the foreign officers had ignored them, some stated that English was not spoken in the workplace.

One cadet commented that ÂBritish cadets should be placed on ships with British officersÊ. ÂForeign officers and ratings often have language difficulties when


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communicating with cadets and the cadets end up socially isolated from the rest of the crew.Ê

Another cadet described how it was lonely and frustrating being the only English speaker on a ship. ÂThis is something that can greatly affect your training and experience as a cadet,Ê he added. ÂI am aware that I am only on board for tax reasons and am unlikely to be offered a job. ItÊs a little bit of a morale killer.Ê

Irrespective of the above comments, three-quarters of those who took part in the survey said they were optimistic about their future career and employment prospects. ÂPeople complain about low pay, but considering I am being paid to train it is infinitely better value than university,Ê one told the union.

ÂThereÊs no other job in the world I would rather be doing,Ê another added. ÂItÊs been fantastic so far!Ê

1.13.1 Key Findings

1. Do you think cadets should be paid in line with National Minimum Wage for the work they carry out onboard?Yes 78% No 14% DonÊt know 8%

2. Do you think cadets’ salaries should be linked to increases awarded to other officers employed by the company? Yes 75% No 13% DonÊt know 12%

3. Does your company provide such a link?Yes 9% No 52% DonÊt know 39%

4. Do you think that all cadets should earn leave at a rate of no less than 8 days per month including time at college? In addition, should 4 weeks paid annual leave should be payable to all cadets?Yes 73% No 20% DonÊt know 7%

5. Does your company provide anything similar?Yes 21% No 46% DonÊt know 33%

6. Do you think that whilst at college cadets should be provided with accommodation of a good standard at no charge?Yes 84% No 12% DonÊt know 5%

7. Do you think that whilst attending college, cadets should be paid a daily subsistence

allowance to cover food and incidental expenditure of at least £25 per day?Yes 79% No 18% DonÊt know 3%


9. Do you think that college and exam fees should be paid by the company?Yes 98% No 1% DonÊt know 1%


11. Do you think that the company should reimburse all travel costs to and from college at the start and end of each college term and/or semester?Yes 96% No 2% DonÊt know 2%

12. Do you think cadets should be allowed paid leave for a family problem or a medical problem?Yes 94% No 3% DonÊt know 3%


14. How do you rate the quality of your training so far at college?Good 49% Adequate 37% Poor 13%

15. How do you rate the quality of your training so far at sea?Good 44% Adequate 36% Poor 14% N/a 6%

16. Are you optimistic about your future career and employment prospects?Yes 75% No 18% DonÊt know 7%

1.14 Initial PathA basic guide to a career at sea follows:

Eyesight Does your eyesight meet the criteria?

This standard must be passed before any decisions on joining are made (Chapter 6).

A Career at Sea

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Medical Entry into the Merchant Navy requires strict medical standards, outlined in as Chapter 6.

Entry as an Officer Cadet or as a Trainee Rating In most cases this is decided by your existing educational qualifications. Training positions for ratings are very limited as are the sponsoring companies.

If you are entering as a rating, check to see if you can get funding for your initial safety and survival training.

Nautical Background If you are too young to go to sea, you might wish to gain some understanding of the sea and the available careers.

This is not essential but is useful to both you and the interviewers, Chapter 2.

Engineering, Deck or Electro Technical This may be decided by your eye sight, a higher standard of eye sight is required for deck officers than for engineering and electro-technical officers. If you wish to command a ship you must join the deck department. However, the engineering department provides superb technical education and professional qualifications that can lead to more general occupations ashore if you leave the sea.

Educational Requirements If you do not have the necessary qualifications then it may be advisable to stay at school to attain them. Chapter 1.2

Type of Ship Assuming that your education, medical and eyesight are acceptable, you can consider the type of ship or ships that you wish to be trained on. Some companies will only have one type, others will have a mix, Chapter 4.

Direct Application or Training Company The above will lead you into the choice of company.

HNC/HND, Foundation Degree/SPD Most companies offer a choice of courses but some only have one or two types, Chapter 7.

The College This depends on the company sponsoring you for the training but you can ask for a college if it is close to your home, Chapter 8.

Are you Staying or Leaving? This will depend on your experiences during training and your personal situation. Once you have got your first qualification, sponsoring will stop. You may be offered a position with your existing company depending on their requirements and opinion of you.

What Company or Ship Type?

Do you want:

Lifestyle?Money?A more adventurous seagoing experience?Home life?

What you require will point to your choice of company and type of ship.

Fully Qualified The choice is to either stay or leave. If you do leave there are various career paths open to you especially in the marine sector. On the other hand staying and achieving Command or Chief Engineer status will open more doors ashore.

If staying, the choice of seagoing career path is open to you, you should remember that what you choose may be your final choice regarding ship type and style of seagoing life.

Captain or Chief Engineer These are the highest ranks you can obtain at sea. It is also often another point in a sea going career to choose to either stay or leave? More doors are now open in various careers and age is not a problem. Some careers ashore require an individual to have spent a certain amount of time in these ranks before being accepted.

If you stay at sea you will have the advantage of progressing to larger and more challenging ships, with the benefits of higher salaries than ashore. You will also continue to become more professionally experienced. Some companies are willing to employ their senior officers ashore for a certain period of time throughout their career so they can combine shore and sea employment.

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Little is often known about careers at sea and advice may not always be easy to come by, it is essential that some preparation and study about being at sea and the disciplines required is carried out before committing going to sea.

An indication of nautical awareness in a prospective entrant is how interested they are in associated clubs and sports. Membership of the Sea Cadets or a similar organisation is a sign of early commitment.

The Sea Cadet Corps, for example offers an excellent training ground for a future career at sea whether the Royal or Merchant Navy. As well as the many available activities, it provides an excellent introduction to the teamwork and discipline that is required at sea. It has its own power and sail training vessels as well as many sailing and inshore craft. The junior section can be joined from the age of 10 and the main section from the age of 12. This is one of the best ways to prepare at an early stage for going to sea. You can also join your local cadet force it provides a good background of the discipline that is required.

The Tall Ships Youth Trust also provide excellent training for the sea, membership of this organisation and a voyage on one of their ships, will provide an excellent base.

The United Kingdom Sailing Association offers a sail training orientation course which runs over six weeks, this is an excellent presea training opportunity.

Boating or any sailing sport displays an affiliation with the sea. Reading books and magazines about the sea can provide a degree of knowledge although readers must be careful not to glamorise the subject. These types of associations with the sea provide a positive background to sea training on which a future career can be built.

Just because you want to go to sea and appear to have the appropriate qualifications does not necessarily mean you will be welcomed into the company of your choice. The interest that you display in your intended career will initiate interest in you. Knowledge of the Merchant Navy and the company or organisation you are applying to is very important.

2.1 Nautical PeriodicalsThere are a number of different nautical publications available, they are of professional and general interest.

These include;

General Interest:Sea BreezesShips MonthlyThe World Ship Society Marine News

2PREPARATION


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Marine and Industry:The Nautical MagazineFairplaySafety at SeaTradewindsLloyds ListNautilus Telegraph

In addition many marine organisations produce their own magazine.

2.2 SchoolsUntil the late 20th century, there were several schools dedicated to training those wishing to go to sea. Most have now closed and those that remain have diversified

into other syllabuses but there are some schools that have a nautical department. Attending these can be beneficial to those wishing to go to sea.

These schools offer exactly the same type of education as any other school except that within their school, there is an emphasis or association with the sea and sailing is usually part of the schools activities. While attending pupils will get a good idea of whether being at sea is for them or not.

Lews Castle College in Stornoway continues to offer a one year pre sea training course (Appendix 3).

A brief outline of some of these schools can be found in Appendix 1 of this book.

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3THE MERCHANT NAVY

The definition of the Merchant Navy and a Merchant Fleet is often confused. Shipping or Ship Management Companies operate a fleet of ships. The nation describes ships that operate under that nationÊs flag as a national Merchant Fleet. The Merchant Navy are those who man our commercial ships. The British Merchant Navy is therefore not just the British who serve on the ships but all other nationals as well.

3.1 HistoryThe history of our Merchant Fleet and those who man the ships has gone from a minor maritime power in the 14th century where our trading ships challenged the maritime powers of Spain, Portugal and Holland. By the 16th century our ships ranged over the known world. At that time there was no Royal Navy. Merchant ships traded during peace and fought during wars, all merchant ships that traded in deep water were fully armed.

The British fleet which defeated the Spanish Armada comprised of merchant ships manned almost entirely by merchant seamen, this was one of the Merchant NavyÊs first major military achievements.

Our empire was built on trade that was carried in merchant ships, without this there would have been no empire or commonwealth that we belong to today. Many great explorers were merchant seamen including Martin Frobisher, Henry Hudson, William Baffin and

Captain Cook who served in the Merchant Navy for nine years before transferring to the Royal Navy. Even NelsonÊs seagoing career started in the Merchant Navy.

As the Empire grew so did the Merchant Fleets, by the 20th century we had the largest Merchant and Royal Navies in the world. Training ships such as HMS Conway and HMS Worcester were established in the 19th century. After this there was HMS Britannia for pre-sea training officers, HMS Indefatigable and HMS Mercury were used for training ratings.

The First and the Second World Wars saw the Merchant Navy in the forefront of defending our country. As always in times of war, thousands of merchant seamen transferred to the Royal Navy to supplement the manning of warships, the remainder manned merchant ships that were used to transport supplies of food, troops and weapons.

During the First World War, King George V granted the title „Merchant Navy‰, instead of mercantile marine, to the service and signed the Act of Parliament that gave the Merchant Navy a standard uniform. Until then, company livery was all that was available. The Prince of Wales was made the Master of the Merchant Navy, today Her Majesty the Queen holds this position. The Merchant Navy became was established as the countryÊs fourth service with their flag being displayed on the national cenotaph.


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By the end of the Second World War, the Merchant Navy had suffered more than 30,000 casualties, this was more than the combined casualties of the other three services.

At the end of this war the fleets expanded to replace the losses of the war, after a short time and with competition from other countries who had cheaper ships and crews, the decline began. The 70Ês and 80Ês saw continuing redundancies and companies disappearing.

As the decline continued, training ships were closed and ships disappeared off the seas. For many ratings there were no ships to serve on and for officers the only work was on foreign ships. This was a tragic time for the Merchant Navy.

By the beginning of the 21st century, a new style of Merchant Navy had emerged. Foreign Owners were attracted to the British Flag due to monetary concessions, foreign crews who earned lower salaries were allowed to be recruited for British vessels, training periods were shortened which resulted in reduced costs, the government realised it was essential to have ships and more importantly officers and crews to man them.

While new growth is not established, the decline has stopped. With such a decline, recruitment into the Merchant Navy almost stopped for some time, companies which operated career guidance services ceased their activities. Schools which had previously had excellent advice for those wishing to go to sea, received little information and were often reluctant to advise students to enter what they saw as a dying career.

The situation today is that while there are less ships than before, there is a shortage of suitably qualified young people.

The Merchant Navy has its own service record, its own uniform and traditions, many of which have been adopted by the Royal Navy. It exists as a collection of commercial companies which will when required become a united service.

3.2 FlagWhile the Merchant Navy is really the men and women serving on the ships, there must be ships for them to

serve on. Every ship must be registered to a port in a country. While the port that a ship is registered to is not important, its country and the national flag it displays are, as are the civil and maritime laws that govern the ship which must be followed by those on board.

Most countries welcome a ship owner registering their ship as it contributes towards their revenue. This is how the phrase ÂFlag of ConvenienceÊ has developed. Initially these states made a business out of registering ships without imposing many rules or requirements that are associated with traditional national flags, as a result the costs were lower. The countries mainly associated with this initially were Panama and Liberia, today they continue to have the majority of the world shipping tonnage. More countries have recently joined and today a ship owner can choose where to register a ship from several countries.

The UK has in recent years been accused of becoming a Flag of Convenience state in their bid to attract foreign ship owners. For this reason the flag that a ship displays in most cases bears little relationship to the nationality of the owner, operator or crew.

3.3 ManningWith the internationalisation of the Merchant Fleets, manning has also become international. Today British ships are allowed to have any nationality the operators want to employ to sail the ship, some British ships do not have any British nationals on board.

For centuries British ships have employed foreign crews, many of these crews served with distinction on our merchant ships. British shipping companies in the 19th and 20th centuries relied on Chinese, Indian, Pakistani and African crews, so manning ships with foreign crews is well established. However, employing foreign officers is a comparatively new feature. With the UK joining the EU, many EU citizens today, predominantly from the eastern areas, are employed on British vessels, officers from Russia, the Ukraine and other parts of the world are employed.

Crewing a ship is carried out in various ways. Officers can be recruited directly as either cadets or officers, by a company through their own personnel office.

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A company who need officers or ratings will send out their requirements to an agency, they will then send them information about those waiting for employment, the company will choose who they wish to employ. Many companies prefer this method as it frees them from certain responsibilities and office costs.

It is normal for a company to use both methods. They will train or recruit officers directly and employ ratings through a manning agency or vice versa.

At present there is a worldwide shortage of officers and ratings, it is likely that this situation is going to become worse over the next few decades.

3.4 Tonnage Tax and TrainingIn the UK, to try and encourage growth in British Flag shipping and to persuade shipping companies to train future generations of seamen, a tonnage tax system of shipping taxation was introduced in 1999. This linked shipping companies that were taking part for ten years to a training commitment.

Companies must submit a training plan that demonstrates a commitment to providing officer training places or make a payment in lieu of training which is in proportion to the crewing complement of the ships operated by the company.

While this has been successful in increasing the number of training positions on ships under the British Flag, there is no commitment for future employment once the initial cadet training is completed. This means that a number of cadets who have been trained under the British Flag, have discovered that the company that trained them cannot offer them a position as a junior officer.

3.5 The ShipShips are metal structures which are designed to carry cargo, passengers or both, from one place to another in the most economical way under the management of the Company Office ashore and the operational command of the Captain.

The majority of the space in a ship is used to carry cargo or passengers. The more space that is used for this

purpose, the more economic the ship becomes. Modern ships may look very large to an outside observer, but can have surprisingly small accommodation in proportion to their size, especially as container ships use as much deck space as possible for carrying containers.

The ship is controlled from the bridge, this name originally came from paddle steamers. To allow an easy crossing between the wheels on each side of the ship a high walkway was built, which was known as the bridge. The Captain and deck officers who controlled the ship from the stern, moved to this bridge as the view was better from there.

The bridge is the nerve centre of the ship, this is where the communication, navigation and engine controls are located.

The compasses and steering systems are all found on the bridge. All ships have an auto steering system, when the ship is not in confined waters it is switched on. The engine controls range from ultra modern computer assisted controls which operate the engines and thruster units together, to a basic single engine control.

Electronic technology has transformed the bridge on many ships with an array of radars, navigational systems and communications. Deck officers are required to understand how to operate this equipment.

3.5.1 The Engine Room

If the bridge is the nerve centre, the engine control room is the heart. This is where the main engines, auxiliaries and the main electrical switchboard are. As important are the generators which provide the electrical power for the ship. The control room is air conditioned and soundproofed, computers play an essential part in the operations. The concept of engine rooms being hot, dark oily places, has gone except on very old ships. Today the engine room is brightly lit and often immaculate. The ship may well have an elevator which goes from the bridge to the engine room.

3.5.2 The Decks

The deck down from the bridge is the top deck, this and is reserved for Senior Officers, often this is the Captain and Chief Engineer. The next deck is the


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officers deck and the deck below that is the Crew deck. The main deck is usually reserved for storerooms, laundry services and working offices. The food and refrigeration rooms may also be on this deck or one deck further down inside the hull of the ship. Throughout the accommodation there are various public rooms, some are required by international law and others depend on the company. Some companies will provide the bare minimum such as a games room/gymnasium, mess rooms and lounges. Other companies will add to these by including bars, a library, saunas and hobby rooms. You must understand that in the Merchant Navy, your accommodation, furnishings and facilities depend almost completely on the company you join and the age of the ship.

3.5.3 Cabins

On the average modern ship, it is normal for officers to have their own bathroom, ratings may also have this facility. Senior officers might have a dayroom as well as a bedroom and even an office. In most cases the Captain and Chief Engineer will certainly have an office. Air conditioning is now required by law as well as heating. Bedding and a laundry service are provided by the company. Cadets may be berthed in a single or double bedded accommodation. It is not unusual for ships to have Satellite TV available in the cabins. Satellite phone calls can also be made from cabins, if not there may be a phone booth in the accommodation.

3.5.4 Main Deck

The main deck is outside the accommodation. This deck sits on top of the hull and runs aft to forward. Uncovered outside decks are referred to as weather decks. On an average cargo ship the hatch openings are on this deck, very large bulk carriers can have up to eleven hatch openings. On tankers, the deck is a maze of pipes but under the deck the ship has large tanks which similar to a bulk carrier are for cargo.

On many ships, the main deck is also used to carry cargo, this is particularly the case on container ships where the containers are stacked on the deck as high as they are below in the ships holds.

Between the holds on smaller vessels there may be cranes which are used for loading and discharging cargo.

At the forward part of the ship is the forecastle, which gets its name from when soldiers were carried on ships. To protect them from arrows, they built small wooden castles on the bow of the ship. The forecastle is the main store for the deck department, on the deck of this storeroom is the mooring and anchoring equipment for the ship. At the stern of the ship is the poop deck. The name comes from Latin, ÂpuppisÊ and the French ÂLa PoopeÊ meaning stern. On this deck are the mooring winches for the stern lines.

The shipÊs hull is strengthened by steel girders. Due to the danger of pollution, double hulls are now required for certain types of ships. Depending on whether a ship is loaded or not, the height of the hull will vary. When a ship is loaded, only the painted hull will be seen, when it is unloaded the underwater part will also be seen, this is painted with antifouling paint to prevent weed from growing. On very large ships those with an underwater hull of 20 metres in depth, there are only a few ports that can accommodate them. This means that the larger part of the ship is under the water when loaded, shallow waters require very careful navigation.

Ballast tanks are found at the side and bottom of the ship. This allows the ship to discharge a cargo, these tanks are then filled with water to maintain the stability of the ship for seagoing in any weather condition. Some of these tanks will be fresh water tanks, although many ships these days make their own water.

The ships fuel tanks are also at the bottom of the ship. The amount of fuel required will depend on the size of ship, trading pattern and speed, for example a 150,000 dwt container ship travelling at 24 knots will use 300-350 tonnes per day, while a 50,000 dwt general cargo ship travelling at 14 knots will use around 30 tonnes per day.

As every ship is different it is difficult to generalise, but all ships must provide at least the basic facilities for living on board. Therefore food, water, electricity, cabins, laundry, cooking, eating and recreation areas must be provided.

3.6 Shipboard StructureThe manning of a ship is governed by the International Maritime Organization (IMO) regulations contained

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in The Standards of Training, Certification and Watchkeeping (STCW95) and any applicable national regulations. Each ship must have a minimum manning certificate approved by the maritime administration the ship is registered to, in the UK this is the Maritime and Coastguard Agency (MCA), (chapter 10). Once this is given, the ship cannot sail without the ranks being filled, unless special permission is granted. A company can carry as many additional crew as they wish, provided there are sufficient lifeboats for those on board.

Similar to a company or office ashore, the ship, under the Captain as the head of the ship, is divided into departments. On the vast majority of ships the departments are as follows.

3.6.1 Deck

This is the Seamanship Department of the ship and is headed by the Chief Officer. The responsibilities of this department include:

Navigation seamanship communications safety and security cargo and stability medical administration.

3.6.2 Engineering

The engineering department is headed by the Chief Engineer and is responsible for all the machinery and technical aspects of the shipÊs operations, including:

The main engines the electrical and electronic systems auxiliary systems such as air conditioning, stabilisers all deck machinery plumbing and sanitation systems fuel and pollution prevention.

3.6.3 The Catering Department

This department is responsible for providing all the ÂhotelÊ services.

Apart from cruise ships and ferries where this is the largest department, on the average ship the catering

crew has borne the brunt of the reductions in manning. In the past it was headed by a Purser or Chief Steward, on some ships with larger crews, these ranks may still be carried but often the department is headed by a Cook/Chief Steward where the ships Cook heads the department and is usually overseen by the Captain. The full extent of this departmentÊs responsibilities at times is not fully appreciated by those ashore. These include:

The feeding of those on board the cleanliness of the ship provisioning food storage health and hygiene laundry services public rooms accommodation maintenance.

When these departments are put together a typical oceangoing shipÊs crewing arrangement may look like this:

CAPTAIN

Deck DepartmentChief Officer2nd Officer3rd Officer4th Officer*Cadet/s*BosunDeck RatingsTrainees*

Chief Engineer2nd Engineer3rd Engineer4th Engineer*Cadet/s*FitterEngine RatingsTrainees*

Catering DepartmentChief Steward*Chief CookStewardsCalley Boy*

Engineering Department

*These positions may not be filled on many ships.

The above is for a basic oceangoing ship structure.

Depending on the type of ship and work that the ship is designed to carry out, the positions can also be enhanced. An example is the comparatively new position of Electro Technical Officers and cadets, who deal with the electronic aspects of the ship.


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3.7 WatchkeepingThe structure of the deck department and to an extent the engine department is based on the traditional watchkeeping system when the ship is at sea.

This allows an officer and lookout to be on watch on the bridge throughout a 24 hour period, the usual routines are four hours on watch and eight hours off. Again a typical system would be:

0800-1200 3rd Officer 1200-1600 2nd Officer 1600-2000 Chief Officer 2000-2400 3rd Officer 1200-0400 2nd Officer 0400-0800 Chief Officer.

Under this system the Captain is on call at all times.

In port the system may change to one where the Chief Officer is required to be on call constantly while the other two officers work a six hour on and six hour off routine during cargo work.

3.8 Working HoursThe normal working hours on board are:

Watchkeepers 60 hours plus. This is in addition to their time on the bridge or engine room, as they have other duties to attend to

deck officers this can change in port to 84 hours or more depending on the cargo requirements

day workers 44 hours. This depends on work requirements, training and drills.

3.9 Fatigue RulesRecently ship operators have reduced the number of officers and crew on board ships considerably. This has lead to a high level of fatigue, as a result there have been many accidents. The International Maritime Organization has brought in regulations that limit the number of hours of work. Regrettably, due to the nature of the ships trading patterns and the demands on them, it is not uncommon for some on board, such as the Chief Officer to work excessive hours in port.

3.10 Duties and Responsibilities on Board

3.10.1 The Captain

The Captain, while trained in the deck department, is the head of the ship and is responsible for all matters on board. The department heads report to him and he in turn reports to the office ashore. The Captain does not keep specific hours unless on a small vessel where he may keep a watch as one of the bridge watchkeepers. His place of duty is the bridge, particularly when in restricted waters or entering or leaving harbour. On a merchant ship, while in command of all aspects of the ship, he will oversee the navigation and quite often the operation of the catering department.

3.10.2 The Deck Department

The Head of the Deck Department is the Chief Officer, often referred to as the ÂMateÊ

He is in effect the Chief Seaman of the ship and is responsible to the Captain for all seamanship and cargo matters. On certain ships he will often be referred to as a day-worker, this means that he does not have a set watch on the bridge, leaving him time to oversee his department. He is also responsible for the safety equipment and training on board. This will include the shipÊs boats, fire fighting and corresponding training exercises. On most ships, this officer is the busiest on board, with a watch, usually 0400-0800 and 1600-2000 on the bridge and a department to run. In port he is even busier, as he takes care of all the cargo matters.

He is responsible to the Captain for the daily running of the ship and discipline on board.

3.10.3 The Second Officer

The 2nd Officer is under the Chief Officer. This officer is usually the Navigator of the ship and works closely with the Captain. He is often responsible for updating the shipÊs publications. In some companies he is the cargo officer. At sea he will keep the 1200 -1600 and 0000 - 0400 watch, in port when working cargo many 2nd and 3rd officers divide the duty between them working six hours on and six hours off. With this type of system there is not much opportunity for shore leave.

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He may also be the ships medical officer, under the CaptainÊs guidance.

3.10.4 The Third Officer

Normally this is the most junior officer of the department. In this position he usually assists the chief officer in safety maintenance, act as training officer, in fact he will take on as many positions as are assigned to him.

His watch hours are 0800 to 1200 and 2000 - 0000 at sea, in port working cargo his hours will be six hours on and six hours off.

3.10.5 The Deck Cadet Officer

Cadets are classified as trainee officers whose training will take priority on board. Due to the manning situation on modern ships, the cadet is an important member of the deck team who will be integrated according to their abilities.

3.10.6 The Chief Engineering Officer

The Chief Engineer is responsible to the Captain for maintaining the engines, all secondary machinery such as air conditioning and deck cranes and running his department. Because of the Chief EngineerÊs responsibilities and qualifications, he is regarded in a similar way to the Captain. The Chief Engineer oversees his department, the 2nd Engineer is the working head of the department. Like the Captain he has no specific duty, but is available as required. His responsibilities increase with the size of ship, except for certain types of specialist ships, covering a wide range of machinery.

3.10.7 2nd Engineer

This is a senior officer who is similar to the Chief Officer, as they are both responsible for the daily operation of their department. On modern ships there is a crossover of responsibilities and these two officers must have a close relationship. If the ship has a manned engine room, he will keep the same watches as the deck department but most modern ships have unmanned engine rooms, this means the ship will have a system where a duty engineer will check the engine room periodically.

Pollution on ships is a major concern whether it is from fuel, smoke or sanitation systems. The 2nd Engineer is responsible for ensuring that all operations under his control conform to the international pollution requirements. The bunkering, which is taking fuel oil on board is also this officerÊs responsibility.

3.10.8 3rd Engineer

This junior officer may be the most junior in the engineering department and as such his duties will include assisting the 2nd and Chief Engineer. He should be able to start and carry out routine maintenance on the generators and oil purifiers, be able to operate all pumps and assist with bunkering. He should also continue to learn while carrying out work that fits with his capabilities.

3.10.9 4th Engineer Officer

Some ships may still carry this officer. Similar to the 3rd Engineer, he will function under the 2nd Engineer, carrying out watchkeeping duties as required and general engineering duties.

3.10.10 Engineer Cadet Officer

Exactly the same as the deck cadets except their training is engineering rather than seamanship.

3.10.11 Electro Technical Officer

This officer depending on the company may be attached to the Engineering Department or the Deck Department. On large cruise vessels, they might have their own department because of the large amount of electronic equipment carried.

The Electro Technical Officer deals with electrical and electronic equipment on board and the communications equipment on the ship. They are day workers and operate under the Chief Officer or Chief Engineer.

3.10.12 Electro-Technical Cadet Officer

This is a new training rank brought in due to the increasing need for specialist officers to deal with the electronics on board.


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3.11 DisciplineWhile discipline is required in most aspects of our lives, on shore it tends to be very different from a ship. Discipline at sea is well defined, impersonal and immediate, regardless of whether it is a Royal Navy or Merchant Navy ship.

As a trainee, the old idea of when told to jump the only answer is how high is not a bad analogy. Direct orders are given, not because the person giving the order is impolite, but for clarity.

This is important for two reasons. A ship is a small community of people often unknown to each other, who are confined in a small space for long periods of time. It is essential that there are established rules on board for living together in harmony, the rules must be clear and if broken must be dealt with immediately.

Today it is unusual for ships to resort to punishment and everyone tries to avoid such situations. When they are imposed and depending on the flag state of the ship, they can range from verbal and written warnings to fines or dismissal from the ship, often with the repatriation expenses down to the offending person. On UK ships there is a mandatory code of conduct which is part of the articles of agreement, everybody who joins the ship must sign.

Ships have an established hierarchy. It is based on qualifications and experience, anyone with training and work can progress up the hierarchical ladder. On a ship, especially in an emergency, situations demand that orders are obeyed immediately and without undue question, all on board must understand and comply with this type of existence. The Captain and Officers will expect those newly joining the ship to accept the necessity of this existence from the very beginning.

3.12 Problems Affecting the Merchant Navy

Like all professions and industries, the merchant navy is no different in having problems.

3.12.1 The Risk Element

The sea is not a natural element for humans. We can and do drown, it is important that you learn to swim if you intend to go to sea. Ships are machines that are designed to float on the sea. This combination can produce dangerous circumstances, as ships sink and sailors drown. The ship is in itself a factory with all the dangers of a factory ashore. Regardless of the position you are training for, it is likely that you will at times work in hazardous environments. Going to sea is listed as one of the most dangerous occupations, it is estimated that 103 in every 100,000 fishermen and 52 in every 100,000 merchant seamen die while working at sea. These figures must be kept in perspective as they include all seagoing craft in the world, if the figures were taken for the average merchant ships, they would be considerably lower. Unfortunately, the Health and Safety Executive, which has done so much for industry ashore in improving the safety has no authority on ships. Merchant Seamen are the only group of workers who are exempt from their regulations. Instead the safety of seamen is governed by international regulations through the International Maritime Organization and the Maritime Coast Guard Agency.

There is danger in almost everything we do if a person is careless or untrained. Far more people die from accidents on the roads than at sea, so the element of danger must be kept in perspective.

3.12.2 Piracy

One occupation at sea that most ashore know about is piracy, this is due to recent news reports. To those ashore there is an element of glamour attached to this, based on old stories. In reality they are armed thugs in old fishing boats who unfortunately gain a great deal of publicity. There are certainly areas of the sea, usually close to land where national governments have little or no control of their waters. In these areas ships must take security precautions.

As the problem is growing, there is now increasing naval deployment to the most severely affected areas but it will require action by the nations where the piracy is being

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committed before the problem can be adequately dealt with. In the meantime, with more ships taking defensive action, it is becoming more difficult for the pirates to successfully attack a prepared and alert ship.

It is surprising that with all the publicity surrounding this problem, most seamen have never had any piracy experience.

3.12.3 Criminalisation

This is a contentious issue brought about initially various pollution problems. Strict laws are laid down to protect seamen from unlawful arrest and for the correct treatment of seafarers in the ports of the world. Regrettably many countries that signed these resolutions now ignore them and not just for pollution problems but also for many other incidents where ships are involved. The international legal process is being ignored and seamen, particularly senior officers, now find themselves, arrested, imprisoned or detained in foreign countries while the cases are dealt with. The obvious consequence of this is not just the traumatic experience of being arrested and detained but the criminal record that often goes with this.

3.12.4 Manning

The manning of many ships today is insufficient for carrying out the required tasks. These problems are particularly obvious on smaller vessels where lax manning requirements prevail, this leads to a breakdown of the lookout and bridge watch requirements and can result in accidents. The problems are well known to all marine administrations, including our own, no action is being taken despite the constant pressure by the Unions and professional bodies.

On larger vessels manning deficiencies are noticeable in port where the pressure of cargo operations requires constant overseeing and attendance.

3.12.5 Fatigue

Fatigue problems cannot be separated from those of manning, as low manning on board inevitably leads to fatigue during any intensive activity, such as port operations. Crew members often work more than 100 hours a week, with their rest time being disturbed by the incessant noise of the cargo equipment and un-insulated cabins. The situation is often compounded on smaller vessels.

The result of fatigue can be seen at sea with ships often sailing with tired officers and crew followed by the often inevitable consequences. Again, these facts are well known to marine administrations with little action being taken.

On both of the above problems, the pressure is rising among unions and other concerned bodies for action to be taken by the IMO and other national maritime authorities in light of the overwhelming evidence of the effects these problems have on safety at sea.

3.12.6 Shore Leave

Increasingly around the world, both private and public ports are restricting visitors to the seafarers and the seafarers access to shore, often citing new security requirements as an excuse. This is particularly prevalent in the USA. The restrictions vary from refusing visitors to refusing all access to and from the ship apart from port officials.

Restrictions are imposed by national authorities such as the police or coastguard but in many cases, particularly in the USA, these are imposed by private terminals, the legality of which is questionable.

The worsening situation is recognised by a number of organisations, yet at the moment little is being done to rectify the situation.

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The lifestyle, work patterns, leave, pay and the places you visit are often governed by the type of ship you join. If you asked seaman what ships you should be trained on, most would say as many different types as possible, as you will learn about the different type of ships and are then in a better position to choose what type you prefer, more importantly your spread of knowledge, ability and seamanship are increased with the experience gained on each type of ship.

These days, companies usually specialise in one type or another, as a result it is not as easy to move around within the same company. Once you have completed the initial training period there is nothing to stop you from changing companies to gain this experience on different type of ships, this is not uncommon.

There are also management companies and training companies (Chapter 5) that can have a spread of ship types. Most try to ensure that the training period is spent on different types of ships although due to the short initial training period at sea, this is not always possible.

4.1 Ship GroupsIt is not possible to cover all the different types of ships on the sea. The seas are seen increasingly as not just a place of travel and transport but also as a resource to be developed. As a result new ships are being developed continually, for example wind farms being constructed

off our coast, these require specially developed ships to install and service them.

Ships can basically be divided into two major groups, coastal or near coastal and ocean going.

4.1.1 Coastal

Coastal ships are usually smaller in size than their oceangoing counterparts, although there are ferries which are larger than many oceangoing ships that never go out of the sight of land. Their size is governed by the multitude of smaller ports around the worldÊs coastlines. The advantage of coastal vessels is their ability to enter rivers deep into many countries and use ports which the oceangoing counterpart cannot go to either because of the size or draft restrictions, which is the depth of the ship under water is too large for the depth of water in port. They generally perform the same tasks as ocean going ships.

As they are smaller in size, less crew are required and proportionally fewer trainees are carried, although this is changing as there is a growing shortage of replacements for the current seamen.

The trainees that are carried are usually on ferries where there is a larger crew, particularly in the catering departments and specialist shipping, such as the offshore sector which supports the oil industry.

4THE SHIPS


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4.1.1.1 Advantages

The PortsToday for most types of shipping the time spend in port is short. Coastal shipping tends to be closer to towns, shops and entertainment centres than their oceangoing counterparts, because of this shore leave is more likely. As there are more small ports than large ones, the places to visit are more varied, especially as mid trade can go into the Baltic and Mediterranean, some can also cross the Atlantic.

The VoyagesThese tend to be shorter than larger vessels. It is not unusual for two or three ports to be visited in a week.

LeaveAs these ships generally trade close to home ports, the rotation of work and leave tends to be shorter and more regular. It is not unusual for a one month on one month off system to be in place, this allows a more regular home life.

Management StyleThe management style of companies operating such ships, especially in smaller companies, is usually more friendly and personal. Job satisfaction and loyalty tends to be more important than on perhaps large oceangoing fleets.

TrainingNavigation and seamanship skills on this type of ship are very important, especially in ship handling, if a position can be found it is an excellent type of ship for training.

4.1.1.2 Disadvantages

PayThe pay in coastal shipping tends to be less than oceangoing. This is often due to the leave ration being higher, often the situation is more leave with less pay.

The SeaRegardless of the shipÊs size, the sea does not change. While smaller ships are at no more risk than their larger counter parts, they tend to ride the waves better although they can be very uncomfortable in bad weather.

AmenitiesThe accommodation is generally smaller and does not have all the amenities that larger ships have. There is

often no cook, food depends on who ever is cooking that day.

The workloadWith the exception of ferries, as this type of ship carry the minimum number of crew, the workload can at times be problematic, fatigue is a recognised problem.

4.1.2 Ocean Going

The majority of training is carried out an ocean going ships, many companies offer this opportunity (Chapter 6). As with the coastal sector, different types of oceangoing ships and specialist ships are required for different types of work.

Today most oceangoing ships have no recognised ÂhomeÊ port. Instead crews fly out to join them in the most convenient port they are berthed in and leave in the same way. As with coastal ships, the ports that these ships can use will depend on their size and draft, generally they use much larger ports. It does not mean that because the ships are larger they will have more time in port. The time in port will depend on the cargo that is being carried and can range from a few hours to a few days.

The contracted time on board varies from a few to several months, leaving a ship depends on reaching a convenient port where travel can be arranged. This can mean that a set time for leave may have to be extended to suit the company which can interfere with family plans.

4.1.2.1 Advantages

TrainingFormal training on oceangoing ships is better than on coastal ships, primarily as there are more officers on board to cope with this. Companies that take on trainees tend to have a more organised personnel department and often a dedicated training department.

AccomodationThe accommodation is often spacious and today many ships have good amenities such as broadband, satellite TV, gymnasiums, swimming pools and bars, although some companies have a Âno alcohol policyÊ. Proper cooks are carried and Officers have a steward service.

The Ships

25

TravelThe ships have a worldwide range, this means that depending on the ship many foreign places may be visited. In addition it is normal to fly out to join the ship and also when leaving, this may provide an opportunity to see something of the countries visited.

PayThe pay is better than coastal shipping, but you should be aware of the leave/work ratio. One advantage in the UK is that if you spend more than 6 months at sea during the year, then your pay is tax free.

Larger companies often have a pension system but if you are on a British ship this is covered through Nautilus (Chapter 10, Support Organisations)

4.1.2.2 Disadvantages

Shore LeaveWhether you have the opportunity to see the places the ship visits depends on the length of time in port and where the ship is berthed. Larger ships are usually further away from any population centres, which often means that the ship is berthed miles away from the town centre, which can make it expensive to get ashore. In addition, it is increasingly popular around the world, especially in the USA to prohibit shore leave.

ManningJust because a ship is large does not necessarily mean there are more crew on board. Recent newly built large container ships have manning certificates for 13 crew. In such a situation, life on board can be very lonely as everyone is either working or sleeping. If there is a ÂNo barÊ policy in force, there can be no or very little social life.

The Personal touchAnother general rule, both at sea and ashore, is the larger the company the more impersonal it becomes. If you are leaving a small company, they will often want to know why and are interested in you as a person. A large company might be disappointed but simply find someone else.

DistanceOn oceangoing ships you will mainly work thousands of miles away from home. While you may look forward to

this, there are occasions when you wish to be closer to home. The death or serious illness of a family member for example. If you are in the middle of the ocean, there is little that can be done. If the illness or death is not a member of your immediate family, ie if you are single your parents, or if you are married your wife and children, then you may have to pay to travel home and sometimes, for your replacement if there is one available. You must remember that once you are signed on a ship, you cannot walk down the gangway and leave. You must wait for your replacement or the CaptainÊs permission, as he holds your documents including your passport.

4.2 Ship TypesOceangoing ships are dominated by three basic types, Bulk Carriers, Oil Tankers and Container ships.

4.2.1 Bulk Carriers

The first bulk carrier, the British coal carrier S.S. John Bolwes, was built in 1852. Since then the world bulk fleet has expanded to around 40% of world shipping. They are recognised as the most dangerous types of ships due to the severe stresses they are subjected to and the safety issues which are associated with their cargoes. As the cargoes tend to be heavy and are prone to catastrophic hull or hatch failure they sink rapidly, this leaves crews with little time to abandon ship. In the recent past, one bulk carrier sank on average every two months with a total loss of life, although the new stringent rules mean that this number is falling.

Apart from the danger some of these cargoes can cause to the ship, they can also cause problems to the crews health, this is due to them being exposed to toxic cargoes during loading and discharge.

The larger a bulk carrier is, the more difficult they are to handle, particularly as most have a single propeller and no thruster units. In a loaded condition and in extreme weather, or at slow speeds approaching ports or anchorages, they should be handled with extreme care.

Bulk Carriers are divided into several catagories:

Mini Bulk Carriers tend to be more coastal and middle trade, with shorter voyages between their loading and discharge ports. Ranging between 500


26

and 10,000 tonnes, they can be used for a variety of cargoes, some are equipped with gantry cranes. These ships are often poorly manned and this along with the frequent port visits, can lead to fatigue problems.

Handy Size

Ranging 10,000 DWT and 60,000 DWT, they usually have up to five hatches. Many are geared with cranes, which gives them the flexibility to load and discharge at berths without such facilities. The smaller of these can take other cargoes, including containers and deck cargo, apart from bulk. Their size gives them greater flexibility in the cargoes they can carry and the ports they can visit, especially on ships which have their own cranes. Of all the bulk carriers, these are probably the most interesting due to the cargoes being carried and the places they visit. Their size generally allows the ships to be close to the port and offers a good opportunity for shore leave.

Panamax ranging between 60,000 DWT and approximately 80,000 DWT, they get their name as these are designed to be small enough to pass through the Panama Canal.

Capesize

So called due to their size. They cannot pass through the Panama or Suez Canals and are required to make passage around the Capes. Bulk Carriers of this size which range from 80,000 to 200,000 tonnes, tend to carry one specific type of cargo, the vast majority carry iron ore or coal.

Very large Bulk Carriers (VLBC) and Ultra Large Bulk Carriers (ULBC) range from 200,000 to 270,000 DWTs and above 270,000 DWT respectively. These ships have the same problems as the Capesize, magnified by their size. Handling vessels in this class is specialised, particularly in confined waters and at slow speeds.

Large bulk carriers tend to load at one port for discharge at another. Some are contracted to go between just two ports for a number of voyages. As the ships are large, only certain ports can be used, their berths are quite often far from town. This may mean months on board without any shore leave or the opportunity to shop, it is sensible before joining, to make sure you have all the items you may require for a few months. The accomodation on these large ships is often is spacious, this allows there to be more amenities on board, however this depends on the shipÊs operator. If the ships are carrying cargoes such as ore or coal, they will be very dirty ships on deck, in port as will the areas around the ship.

4.2.2 Container Ships

Container ships are increasing in size, they are judged on the number of containers they can carry, for example the M.V. Colombo Express can carry 874920 20 foot containers, however today most containers are 40 ft long. Originally these ships were converted tankers, the first, Âbox boatÊ as they are commonly called sailed across the atlantic in 1956. They usually sail on fixed liner routes, this means they are on scheduled voyages with the dates and even times of arrival in the ports of call published weeks in advance. Unlike Bulk Carriers, the ships are able to call at several ports on a voyage, it is not unusual

The Ships

27

for 10 ports to be visited in a month. The ships are generally loaded and discharged at special terminals, which may be some distance from shore amenities. Their time in port may be short, it is often measured in hours rather than days. As their cargo are in containers, they are usually very clean ships, however the need to utilise as much deck space as possible for carrying cargo means that, the deck space and views from the cabins can be limited, as seen in the above picture. They are prone to heavy rolling, especially when they are carrying empty containers and can be subject to high vibration.

4.2.3 General Cargo

There are still a surprising number of general cargo ships, most are comparatively small, using smaller ports and those that have the infrastructure to handle these types of ships.

Most of these ships have cranes rather than derricks which can still be seen occasionally, they require specialised knowledge on the stowage and handling of different cargoes. Deck cargo will often be a mix of general cargo and containers. Because of their worldwide employment and longer stays in port, they are popular as 12 passenger carriers. As they often frequent smaller ports and rivers, a good understanding of ship handling and inshore navigation is also required. Of all the different types of ships, the crews on these travel and see more of the world than any other seamen and are very popular to sail on, even though salaries are usually lower.

4.2.4 Tankers

The advent of the steel hulls and steam to drive pumps that tankers, as they are commonly known as, came into their own. The oil industry ensured the development of these ships into the number and sizes they are today. The major concern on tankers is the threat of pollution, very strict controls are necessary in the procedures to avoid this. Pollution caused recently by a number of highly prominent accidents has brought about the requriement for double hulls. Today approximately half of the worlds 5000 tankers have double hulls. The largest Merchant ship ever built was a tanker called The Berge Istra. Much of what has already been said about bulk carriers also applies to these ships, except there is far less noise from cargo work in ports and they are very clean ships. As with bulk carriers, their berths or terminals tend to be far from amentieis ahsore and in some cases berths are on specially built islands at sea, as a result the opportunities for shore going can be even less than on a bulk carrier. Tanker companies have traditionally offered better amenities and accomodation than other types of ships in recognition of the reduced opportunities for shore leave, coupled with better leave and salaries has ensured their manning, the conditions on board depend on the company you join.

The following provides a guide to sizes of the most common tanker type, ie crude oil:

General Purpose (Handysize) 10,000-50,000 dwt Panamax Tanker 50,000-80,000 dwt Aframax Tanker 80,000-120,000 dwt Suezmax Tanker 120,000-200,000 dwt Very Large Crude Carriers (VLCC)

160,000-320,000 dwt


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Figure 4.1 VLCC AbQaiq.

Ultra Large Crude Carrier

4.2.5 Chemical and Gas Tankers

Chemical tankers range in size from 5,000 to 40,000 dwt with the majority owned buy specialist chemical carrier companies. They can carry many different grades of cargo at any time and may visit a large number of ports during one voyage. As with other tankers, the accommodation and amenities are generally good as are the salaries and leave.

Gas tankers are of two types liquefied petroleum gas (LPG) and liquefied natural gas (LNG). LNG tankers carry liquefied gases at very low temperatures and at high pressure. Although opportunities for shore leave can be limited, onboard accommodation, salary and leave are generally at the top end of the scale.

4.2.6 Cruise Ships

With the recent revival of the cruise industry, passenger ships of the past have evolved into todayÊs cruise ships,

while this is being overtaken by the new style of ÂHotel ShipÊ, which is similar to a high rise hotel that is built on a standard hull. This has come about by the requirement to raise the passengers accomodation out of the hull.

The ships are highly manoeuverable with advanced propulsion systems, often more so than the tugs that escort them in harbour, they also have state of the art navigation and communications.

Living on board such ships is very different to standard merchant ships as is the type and style of the work. There is certainly the opportunity of seeing the worlds more tourist ports but it must be remembered that the ships are for the passengers pleasure and not the crew.

Figure 4.2 Eurodam passing Hoek van Holland outward bound.

Pay tends to be towards the lower end of the shipping salaries and promotion can be relatively slow.

The Ships

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4.2.7 Specialist Sargo and Passenger Ships

Following on from these general ship types are a number of what are termed as specialised cargo ships. These are either designed for special types of cargo or for different ways of carrying cargo.

4.2.8 RoRo

The RoRo concept was a result of the second world war, various landing craft configurations were required for landing vehicles directly onto the beachheads. The concept was intially slow to develop and was used far more by the ferries. However, in the late 60Ês and early 70Ês, because of the large increase in imported cars, the RoRo came into its own and in 1973 the first pure car carrying vessel was built.

Apart from cars, the majority of RoRo cargo traffic is carried on increasingly larger ferries. The accomodation on these types of ship is on the top deck of the ship, the main hull is given over to carrying the cars.

The free surface affects and large hull openings, particularly at the stern and bow are still problematic for both the ship designers and those on board. Free surface has been determined to have been the cause of sinking at least one ferry.

Figure 4.3 The RoRo Cetus Leader passing under Astoria Bridge, Oregon, heading to Portland to unload.

4.2.9 Ferries

Ferries vary in size from those that operate in inland waters and harbours, to large seagoing passenger and vehicle carriers.

Seagoing ferries usually have extrememly sophisticated navigation systems as, particualrly in waters such as the English Channel, they operate in high densisty traffic requiring constant vigilence. The possibility of capsizing quickly due to the large free surface areas of the vehicle deck and the vehicle doors has been highlighted recently as a result of serious accidents.

These accidents emphasised the need for passenger number identification and quick evacuation systems.

Figure 4.4 Queen of Scandanavia.

Highly manoeuverable, the ships can operate in surprisingly difficult weather conditions. Larger vessels can suffer from problems due to their high structure being exposed to wind. Regular and frequent leave/work rotations make these vessels very popular, especially to those with families. Promotion is slow.

4.2.10 Specialist Ships

Apart from carrying cargo, there are many other types of vessels which are designed to carry out tasks at sea. Many who go to sea find this a most interesting and varied way of life. Seamanship is highly valued in this sector and training is generally of a very high standard and is a good preparation for further career development. The ships tend to spend time in port after each operation providing ample time for shore leave. Unfortunately training berths on these ships are limited.

Specialist ships often require additional skills and knowledge to merchant ships, for example salvage and towing. Operating these ships requires what many


30

consider to be the highest level of seamanship skills. As every emergency at sea is different, the command of these ships has to make decisions very quickly. The crews in carrying these decisions must be multi skilled often in hazardous conditions.

4.2.10.1 Ice vessels

With the Arctic Ocean melting, ships are increasingly venturing into the ice. Specialist ships, which have always existed, are increasing in numbers and size. Icebreakers, ice survey ships, ice class support ships all require appropriately trained officers and crew to man them.

4.2.10.2 Cable laying

There is a thought that with increasing satellite, internet and mobile communications the requirement for cable ships is decreasing but new ships are being commissioned regularly. The advent of optical fibre in the 1980Ês required the earlier cables to be replaced.

Figure 4.5 René Descartes, operated by France Telecom Marine.

Maintaining existing cables also ensures the continued need for these ships, for example in 2009 there were over 50 cable breaks to locate and repair in the Atlantic.

4.2.10.3 Salvage and deepsea towing

Salvage and deepsea towage is a specialised sector of shipping that requires the highest standards of seamanship. These ships provide a fascinating career and the highest level of seamanship training.

4.2.10.4 Dredging

Dredging is a constant task in many harbours and rivers.

It is done to maintain the existing channels or enlarge them, maintain the ports and marinas or to create new ones. Dredging is also carried out for engineering purposes, to create trenches for pipes and cables.

The Ships

31

Dredgers are not confined to harbours and are not always small ships as can be seen from the photograph above. Large dredgers travel around the world as required by their contracts.

4.2.10.5 Research vessels, oceanography, fishery, weather and others

The requirements of scientific advancement and the continual changes of our weather and planet demand that research continues constantly. As the planet is 75% sea, many ships are required to take part in this research.

Figure 4.6 Oceanographic Research Vessel.

The changing climate and the increased shipping movements in the Arctic requires an increasing number of research vessels in the ice areas of the world.

Figure 4.7 Ice Research Vessel, Polar Stern.

4.2.10.6 Military support

In the United Kingdom this support is provided by the Royal Fleet Auxiliary (RFA). This fleet of 22 vessels is designed to fulfill a multitude of tasks globally.

Figure 4.8 Gold Rover - Small Fleet Tanker.

While the primary role of the RFA is logistic support of the Royal Navy, the ships are used increasingly in other roles such as disaster relief anti drug patrols and even piracy interdiction. These government vessels are manned by Merchant Navy personnel. The RFA offers many opportunities for training to both officer cadets and ratings. (See Chapter 5, RFA)


32

4.2.10.7 Offshore support vessels

This is one of the fastest growing sectors of shipping today with new designs and larger ships being constantly added to the existing fleets. With the oil industry needing to venture into deeper and colder waters such as the Arctic, the future of this sector is assured. As older ships are replaced, new larger ships with increasing technical complexity are added to the oil fields. The work supporting the oil industry must be carried out in all weathers, ships with a high degree of technology are required coupled with a very high standard of seamanship. Some companies engaged in these operations will accept officer cadets, but training berths are still limited. With the size of these ships growing, it is likely that companies will offer more of these places. Opportunities for rating trainees is more widespread. Owing to the shiphandling, navigation and seamanship

requirements, the available training should be an excellent career start.

For ships operating in home waters, the leave work ratio is usually one month on and one month off, for companies that have a large number of ships rotation between different vessels is common.

These types of ships also operate around the world, when the vessels are in port there is more opportunity for shore going than on a standard merchant vessel.

Accomodation depends on the size and age of ship but it can be surprisingly spacious with gymnasiums and TV rooms.

The ships required for support of under water operations in the offshore oil fields are numerous.

The Ships

33

Amongst the ships providing this support are:

Anchor Handling Tow Ship (AHTS)These vessels are designed to lay down and pick up the anchors that hold the platforms and storage vessels in position, as well as towing platforms to their new locations. They also carry supplies to the platforms.

Figure 4.9 AHTS Normand Master.

Supply shipsThese ships sustain the oil platforms and storage vessels. These ships use what is called Dynamic Positioning System which is automated computerised technology that keeps the vessel in one place by using the engine and thusters. With DPS the vessels can be larger and maintain their position alongside the platform in strong weather, only breaking away when the weather becomes too rough.

The vessels carry water and cement in special tanks, this bulk cargo is pumped up to the platforms by hose.

A number of the larger types are equiped with towing wires and winches as well as rescue craft, this allows them to have a multipurpose role.

Emergency Response and Rescue Vessels (ERRV)Commonly referred to as Standby Ships, they are employed for the safety of those on the various platforms and storage vessels. Many of these ships are converted from supply and fishing vessels, but newer purpose built vessels are now appearing.

Purpose built standby vesselThe ships are equipped for rescue, crew training is provided ashore. They are equipped with medical facilities and can be used as a place of refuge for survivors. They have secondary roles as guard ships for the platforms and also pollution control. As they are on station and launch their boats in severe weather conditions, excellent ship and boat handling skills are required as well as high standards of seamanship.

Dive support vesselThe prime purrpose of this type of vessel is to support diving operations on the sea bed. The ships have a number of basic key components.

It is common for these vessels to support a Remote Operated Vehicle, (ROV) in addition to heavy lift facilities.

These vessels can operate in any part of the world depending on the contract.


34

Pipelaying shipsThese are often referred to as barges which seems inappropriate in the case of the vessel shown below. There are barge shaped vessels used for this purpose, some are self propelled and others require tug assistance, a number of vessels have dual purpose capability, this means they have other roles in offshore support in addition to pipe laying.

Figure 4.10 The Solitaire, the largest pipe-laying ship in the world www.wikipedia.org

Modern pipelaying has seen pipes being laid up to 2500 metres deep, as deeper exploration continues this depth will increase. The DPS navigation system is essential in maintaining the vessels course and speed during these operations. These ships are engaged on worldwide operations.

Seismic survey vesselsMarine Seismology uses a similar method to sonar to search the ocean bed. The most common type of survey

is 3D. In this method, a number parallel streamers are towed behind the vessel. Sound is generated mechanically through ÂgunsÊ and the returning echoes are collected by the streamers. This is then transformed into visual images providing a picture of what the subsurface is like beneath the surveyed area.

Figure 4.11 Seismic survey: Sound wave propagation

The Ships

35

4.2.11 The Fishing Fleets

Fishing Boats have provided some of the finest seamen in the Merchant and Royal Navy. Even today, young fishermen go to sea following in the footsteps of their fathers or relatives in order to learn seamanship on these boats. With the reduction in our fishing fleets, it is very hard to get a position on these boats without having a relative already established in the trade. These boats range from being small with very basic accomodation and going out to sea for a few days or a week, to large ships with excellent accomodation that can spend considerably longer at sea.

The common term of reference for vessels engaged in fishing is ÂboatsÊ although this is hardly appropriate for

many of the larger vessels engaged in fishing today. They form the largest grouping of boats or ships on the seas at approximately four million in 2004.

There are many different types of trawlers but those venturing into deep sea will have some form of freezing facility on board. Larger vessels are more likely to have a fish processing capability. Factory trawlers can take this further by processing fish oil and meal, many also have canning facilities. Some factory ships act like mother ships where other trawlers bring their catch without having to return to port.

Figure 4.12 A contemporary Danish freezer trawler in Skagen harbour.

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The shipping companies listed in Appendix 2 are those companies which are members of the Chamber of Shipping and who offer training positions to British cadets and ratings. There are many other companies who offer training positions but through dedicated training companies.

These positions depend entirely on the available training positions within the company at the time.

Appendix 2 provides information about the companies and their various conditions. Owing to the constant changing nature of the companies fleets and situation, this information must be treated as a guide only. If you are interested in a position with a particular company, you should contact them and they will advise you of their latest situation.

The allowances or salaries that are paid to trainees during their training periods at sea and at college are not quoted as these vary and change with time. These rates will be quoted by the individual companies you apply to.

The medical and eyesight requirements for all MN entry are standard and listed in Chapter 6, the exception to this is the Royal Fleet Auxiliary which, due to the special nature of their ships deployment have their own requirements.

The companies listed are not necessarily British nor do their ships have British registry but they are members of the Chamber of Shipping and do conform to the British training requirements.

The companies are either ship owning companies or ship management companies. A management company is one that is formed to manage ships on behalf of the owners. These companies will have ships with several different owners under their management, some of these companies may sponsor training. In such cases, the management company will recruit cadets to serve on the ships under their management. A management company can give the trainee the opportunity of sailing and training on different types of ships during their training period.

5.1 Training CompaniesA relatively new trend in Merchant Navy Cadet Training are the formation of Training Companies. These companies organise the recruitment, training and placement of cadets on behalf of shipping companies who wish a company to organise training the cadets on their ships.

These companies can provide certain advantages to those wishing to go to sea. As they specialise in cadet training, they tend to have a considerable knowledge

5SHIPOWNING AND MANAGEMENT COMPANIES


38

of marine education in general and specific changes in legislation that relate to marine education.

They can also arrange sponsorship with a company instead of the applicant doing this by applying to individual companies.

The spread and variety of companies and ships with that training company can also, give a better spread of the ship types to be trained on; this can assist in future employment as it gives a wider base of opportunity.

The disadvantage is that as the cadet is not fully employed by the company, there can be a remoteness from that companyÊs affairs and by the company in its attitude to the cadet.

In a number of cases, the problem of finding enough training positions for cadets can result in a cadet being the only cadet on a ship where the first language is not English, although in most cases every attempt is made to ensure that at least in the initial training period cadets are not appointed to such ships.

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Any candidate wishing to join the Merchant Navy must meet the medical and eyesight requirements before proceeding further. Those wishing to join the deck department should pay particular attention to Chapter 7. The following is extracted from MCA guidance information.

Eyesight Tests

For the majority of seafarers visual acuity and colour vision are tested as part of the general medical examination (ENG1) and no separate certificate is needed to confirm that they meet the necessary visual standards. However, some seafarers need a separate certificate confirming that they are able to meet the statutory visual acuity and colour vision standards. This Notice introduces new arrangements whereby Opticians (optometrists) instead of Marine Offices will conduct the vision test.

Who Needs the Test

The following seafarers need a seafarer vision test:

(a) a merchant navy deck department candidate applying for a certificate of competency whose UK medical fitness certificate (ENG1) issued under the Merchant Shipping (Medical Examination) Regulations 1983 was issued more than two years before the date of eligibility for issue of a first certificate of competency;

(b) a candidate for a fishing vessel certificate of competency, deck department;(c) a candidate for a certificate of competency presenting an acceptable non-UK medical certificate which does not confirm that they have met the statutory visual acuity and colour vision standard.

3. While there is no statutory requirement for prospective seafarers to have a seafarer vision test, anyone considering a seagoing career is strongly advised to have a full sight test before beginning their training to ensure that they can meet the standards and have no defect which might cause a subsequent problem. Visual acuity and colour vision standards for all merchant seafarers, including those in the engineering and other departments, are given in MSN 1746 (M+F) which sets out the medical and eyesight standards for seafarers.

The Purpose

4. The purpose of the test is to ensure that the seafarerÊs visual acuity and colour vision are sufficiently good to undertake duties on board efficiently. In order to do this, a seafarer should be able to reach certain minimum standards of both acuity, tested by reading letters, and colour vision, tested by Ishihara plates. These tests are only designed to check that visual acuity and colour vision meet the required standard at the time of the test.

MEDICAL STANDARDS AND EYESIGHT TEST

6


40

Standards

Vision Standards for the seafarer vision test

5. The vision standards for all deck/dual career personnel, merchant navy and fishing vessel, are as follows:

Basic Visual Acuity Standard - Without

spectacles or contact lenses

Higher Visual Acuity Standard - With spectacles or contact lenses if

needed

Colour Vision

Ishihara test

Better eye Other eye Better eye Other eye

6/60 6/60 6/6 6/12 Pass Ishihara test

Vision standard for serving seafarers who become monocular

6/60 N/A 6/6 N/A Pass Ishihara test

6. The Ishihara test is carried out using either 38 or 24 colour plates. Use of aids to vision - spectacles or contact lenses.

7. All deck/dual career personnel must be able to reach the basic visual acuity standard (6/60) without using spectacles or contact lenses. Applicants may use spectacles or contact lenses to reach the higher standard (6/6, 6/12). All applicants who pass the seafarer vision test using aids to vision should use them when on watch and should also carry with them a spare pair of spectacles or contact lenses.

8. With effect from 1 December 1999 Marine Offices will no longer conduct the seafarer visual acuity and colour vision test. From that date any registered optometrist usually found in most opticianÊs, may conduct this test. A combined information leaflet, application form and seafarer vision test report (MSF4100) for completion by the optician, may be obtained from any Marine office. A list of Marine Offices is at Annex 1 of this Notice. The seafarer vision test is valid for two years.

Options for retaking the sight test following failure

9. Visual Acuity - If a candidate cannot reach the basic visual acuity standard (6/60) without spectacles or contact lenses he fails the seafarer vision test.

A candidate who fails to reach the higher visual acuity standard (6/6, 6/12) may be re-tested using spectacles or contact lenses (or with spectacles or contact lenses with an improved prescription) to help them reach the higher standard. Colour Vision - An applicant who fails the Ishihara colour vision test may arrange for their colour vision to be tested using the Holmes Wright B Lantern at one of the MCA Marine Offices that offer lantern tests, as indicated in Annex 1. Cost of the Seafarer Vision Test.

10. The fee for the seafarer vision test is determined by the optician and there is no MCA set fee. The MCA make no charge for a lantern test. However, the applicant will be expected to pay any personal costs, including transport, to attend the lantern test.

Test Centres

Where to take the seafarer vision test?

All Marine Offices can provide copies of the standard form (MSF4100) to take to any registered optometrist/ophthalmic optician for a seafarer vision test. Marine Offices do not conduct the basic seafarer vision test. Those marked * can conduct lantern tests.

ABERDEEN* Marine HouseBlaikies QuayAberdeenAB11 5EZTel: 01224 574122

BELFAST Customs HouseQueens SquareBelfastBT1 3ETTel: 01232 562962

BEVERLEY(HULL)

Crosskill HouseMill LaneBeverleyHU17 9JBTel: 01482 866606

CARDIFF Oxford HouseHills StreetCardiffCF1 2TDTel: 01222 229556

Medical Standards and Eyesight Test

41

DOVER Langdon BatterySwingateDoverCT15 5NATel: 01304 227710

GLASGOW* Marine House6000 Academy ParkGower StreetGlasgowG51 1TRTel: 0141 4279400

GT. YARMOUTH 5th FloorYarmouth House45 Yarmouth WayGreat YarmouthNorfolkNR30 2QZTel: 01493 330433

LEITH 1 JohnÊs PlaceLeithEdinburghEH6 7ELTel: 0131 5545488

LIVERPOOL Graeme House2nd FloorDerby SquareLiverpoolL2 7SQTel: 0151 4711142

NEWCASTLE* Government BuildingsBroadway WestGosforthNewcastle-upon-TyneNE3 2JLTel: 0191 2857171

ORPINGTONKENT (LONDON)

Central Court1B Knoll RiseOrpingtonKentBR6 0JATel: 01689 890400

PLYMOUTH Phoenix HouseNotte StreetPlymouthPL1 2HFTel: 01752 266211

SHETLAND The KnabKnab RoadLerwickShetlandZE1 OAXTel: 01595 696712

SOUTHAMPTON* Spring Place105 Commercial RoadSouthamptonSO15 1EGTel: 01703 329100

Medical Examination

CatagoriesThe following categories are applied when assessing whether a seafarer is fit in terms of the medical and eyesight standards:

Category 1: Fit for sea service, with no restrictions

Category 2: Fit for sea service but with restrictions

Category 3: Temporarily unfit for sea service. The Approved Doctor must specify the duration of the period of unfitness.

Category 4: Permanently unfit for sea service. This category will normally be considered to last for a minimum of five years and may only be changed at a later date if an Approved Doctor is presented with medical evidence of the reversal of the original medical condition. Review by a Medical Referee may also be required.

MCA MSN 1822(m)

Medical Conditions which must be examined are:

1. Infections2. Cancers3. Endocrine and metabolic4. Blood disorders 5. Mental disorders 6. Diseases of the nervous system 7. Cardio-vascular system8. Respiratory system


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9. Digestive system10. Genito-urinary conditions11. Pregnancy 12. Skin 13. Musculo-skeletal14. Sensory 15. General 16. Physical fitness

Maritime Coastguard Agency approved Doctors are situated around the country and a full list of these are held by:

Seafarer Health and Safety BranchMedical Administration TeamTel: 023 80 329 247/9Fax: 02380 329 251

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ENTRY QUALIFICATIONS AND INITIAL TRAINING

7Before making any decision regarding the type of company or ships you might be interested in, it is essential to ensure that you have the required qualifications and that you are able to pass the medical and eyesight test requirements.

This chapter briefly outlines the entry routes and initial training which are subject to change. As such you should view the MNTB website www.careersatsea.org for further details and links to appropriate company/college websites.

Course composition and details vary between courses and it is advisable to review each to gain a better understanding of what is involved for each discipline, course and training establishment.

7.1 Entry Routes

7.1.1 Officer Entry – Mainstream

There are a number of entry routes available the most common being the HNC/HND route and the Foundation Degree, or equivalent Professional Diploma route in Scotland. Some companies and colleges/universities will also offer BEng or BSc degree level routes to candidates with acceptable Higher, A Level or equivalent qualifications.

The mainstream entry qualifications will vary slightly between colleges and companies, but the minimum normally required are as follows.

HND4 GCSEs Grade C/Standard Grades 3 or better including:

Mathematics (preferably Higher Tier) Science (with significant content of Physical Science) English or a subject using English (i.e. History,

geography, RE)

Alternatively, equivalent qualifications in the Scottish certificate of excellence, or passes in 4 subjects in the NI Grammar School Senior Certificate Exam are accepted.

Foundation Degree/Professional DiplomaA minimum of 120 UCAS tariff points, preferably including a numerate subject, plus GCSE grade C (or Scottish/NI equivalents) or above in the following subjects:

Mathematics (preferably Higher Tier) English Science, with significant content of Physical Science.

Entry to Ordinary or Honours Degree routes, either BSc Deck or BEng Engine are subject to university UCAS entry requirements. Generally these will require good A levels, Highers or equivalent.

Completion of the mainstream routes will allow progression later, although in many cases you are likely to be unsponsored. It is worth noting that many officers


44

will diversify onto other study paths as their careers progress and the qualifications gained often permit significant exemptions.

The HND and Foundation Degree/SPD programmes will take approximately 3 years and are divided into defined periods of college and sea phases.

The BEng/BSc routes can ordinarily be expected to take longer, approximately 4 years due to the additional academic content. Sea training is normally accrued out with term time and after completion of the degree.

Most important upon successful completion of the training, irrespective of the academic route (above)

followed all officer trainees will receive a Deck, Engine or ETO OOW Certificate of Competency.

7.1.2 Officer Entry – Previous Experience/Qualifications

For engineer officer applicants with relevant existing qualifications, including Royal Navy personnel, an alternative accelerated training programme is available and is assessed by the MCA to determine the necessary training requirements.

There is also an understanding for Royal Navy personnel entering the Merchant Navy as a deck officer to account for the qualifications and experience held.

FD/SPD

HonoursDegree

HND

Bespoke

EDH/AB/BML/LTDCert

OOW/EOOW

OOW/EOOW +exemptions

MSQ = Maritime Studies QualificationEDH = Efficient Deck Hand AB = Able Bodied SeamanBML = Boat Master’s LicenceLTD Cert = Limited Certification

FD = Foundation DegreeSPD = Scottish Professional DiplomaHND = Higher National DiplomaHNC = Higher National Certificate

MSQ

A level/HighersUnspecified/Specified

GCSE/StandardGrades A* - C or CfE equivalent

GCSE/StandardGrades D - Gor CfE equivalent

Experiencedseafarers/relevantqualifications/experience

HNC

Ordinary Degree

Cou

rtes

y of

MN

TB

(Am

ende

d)

Overview of entry levels

Entry Qualifications and Initial Training

45

Deck Officer

Annex C toMOUDated 29 Jul 10

RN-MN Transfer Flow Diagram

HOLD NWCRN STCW II/1

(Minimum 12 months sea service)

COMPLETE ANCILLARY COURSES:a) Advanced Fire Fightingb) Medical First Aid Aboard Shipc) Navigation Radar and ARPA Simulator Training (Operational Level)d) Efficient Deck Hande) GMDSS General Operator Certificate

COMPLETE MCA ACADEMIC REQUIREMENTS:HND (Nautical Science) Part 1 Units:o Marine Cargo Operationso Celestial Navigation (Specialist Navigating Officers or PWO(N) are exempt from this unit) o Marine Emergency Response and Communication o Marine Law and ManagementMCA/SQA Exam 034-84 Stability & Operations

COMPLETE MCA ACADEMIC REQUIREMENTS: HND (Nautical Science) Part 2 Unitso Management of Bridge Operationso Ship Stability: Theory and Practical Applicationo Management of Vessel Operationso Shipmasters Businesso NARAS(m)MCA/SQA Exam 032-74 Stability & Structure

HOLD CQ1RN STCW II/2

(Minimum 36 months post award of NWC)

MEDICALFITNESS(ENG1)

3 MONTHS MNSHIPBOARD

FAMILIARISATION

COMPLETE ANCILLARY COURSE:f) Medical Care On Board Ship

6 MONTHS MN SEA SERVICE AS DECK OFFICER

MCA ORALEXAM “B”

MCA OralExam “A”

6 MONTHS MN SEA SERVICEAS CHIEF MATE

OR 12 MONTHS AS OOW

AWARD OF MCA CHIEF MATESTCW II/2 CERTIFICATE

AWARD OF MCA MASTER STCW II/2 CERTIFICATE

MCA ORAL EXAM “C”

AWARD OF MCA OOWSTCW II/1 CERTIFICATE

CQ1 ONLY NWC

Normal MCA SeaService Requirements

and Training Route

Cou

rtes

y of

MC

A


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7.1.3 Rating Entry

Under the recent changes to international standards, ie to the STCW Code, rating training and certification has been changed. There are now three different disciplines for ratings, ie:

Deck Rating Engine Room Rating Electro Technical Rating

To date there has been no implementation of the electro-technical (ET) ratings in the UK, but this is intended for development.

Deck ratings assist with the operation and maintenance of the deck equipment, loading and discharging cargo, mooring and form part of the bridge team as a lookout or steering the ship.

Engine room ratings are an important part of the engine room team working alongside engineer officers monitoring and maintaining equipment, not just in the engine room but also in other parts of the ship.

There are no set minimum academic requirements to join as a trainee rating however, to progress through the various rating qualifications it is recommended that you have a minimum of three GCSEs.

The new certification introduces the able seafarer (AB) grade to engine, ET and no longer just deck ratings. This can be attained after meeting the required training, seatime and respective watch rating certificate. A rating must be at least 16 years old to be certified to form part of a watch and 18 to hold AB certification.

Sea service asstated in Letterof InitialAssessment

Letter ofInitial

Assessment

III/2Second Engineer UnlimitedRN Engineer Officer

(typical)

Graduate Engineer

Engineering Apprentice

Experienced Seafarer

RN CPO(MEA)(typical)

RN CP(MEM)(typical)

III/1EOOW Unlimited

Oral Examination

Oral Examination

Engineering Knowledge

Engineering Knowledge

Underpining Knowledge

Underpining Knowledge

Workshop Skills

MNTB Training Record Book

Sea Service

Cou

rtes

y of

MC

A (A

men

ded)

Engineer with existing qualifications


47

Stage 1 Stage 2 Stage 3 Stage 4 Stage 5

Entry + ENG 1 Medeal

4 weeks college based training, covering

Minimum 2 months sea service & on-board training in deck department

Approximately 3 weeks college based training, covering

Additional minimum 12 months sea service & on-board training


STCW Basic Training for Seafarers and delivery and assessment for the Level 2 Award in Maritime Studies (Watch Rating deck)

Watch Rating section of MNTB Training Record Book

Confirmation of all criteria met

Delivery of Certificate in Maritime Studies units (Able Seafarer deck)

(NB after achieving watch rating certificate)

Complete MNTB Training Record Book

STCW Proficiency in Survival Craft and Rescue Boats (PSC&RB),

Efficient Deck Hand (EDH) refresher training and exam

Assessment for Level 2 Certificate in Maritime Studies (Able Seafarer deck)

Achieve Basic Safety Training and Maritime Studies Certificates

Achieve Watch Rating Certificate STCW Reg II/4

Achieve PSC&RB, EDH, Able Seafarer STCW Reg II/5 and Maritime Studies Certificates

Deck Rating Training MNTB

Stage 1 Stage 2 Stage 3 Stage 4

Entry + ENG 1 Medical

4 weeks college based training, covering

Minimum 2 months sea service & on-board training in engine room department


Additional minimum 6 months sea service & on-board training

STCW Basic Training for Seafarers and delivery and assessment for the Level 2 Award in Maritime Studies (Watch Rating engine room)

Watch Rating section of MNTB Training Record Book

Confirmation of all criteria met

Delivery and assessment for Level 2 Certificate in Maritime Studies (Able Seafarer engine)

(NB after achieving watch rating certificate)

Complete MNTB Training Record Book

Achieve Basic Safety Training and Maritime Studies Certificates

Achieve Watch Rating Certificate STCW Reg III/4

Achieve Maritime Studies Certificate

Achieve Able Seafarer STCW Reg III/5 Certificate

Engine Room Rating Training MNTB


48

Catering rating qualifications are those associated with food preparation, cooking and serving. Cooks can obtain the MCA Certificate of Competency as Ships Cook and other ratings may obtain suitable qualifications issued by the catering industry in general.

The means by which trainee ratings can achieve further certification and sea going experience to qualify for further advancement is through a Maritime Studies Qualification (MSQ).

Slater ScholarshipsThe Slater Fund is administered by Nautilus International, The Merchant Navy Officers Union, in association with the marine Society and is specifically for serving ratings who wish to progress to officer rank. The value of the scholarship is up to £16,000 and can be used at any nautical college offering courses that lead to officer certification. The money can be used to fund courses, travel, accommodation and living expenses over a four year period, as well as funding additional courses that are required to prepare for these qualifications.

To be eligible Ratings must be over 20 years of age and permanently resident in the UK.

Future TrainingOnce the initial ratings qualifications have been obtained, there are a wide variety of courses available, some must be completed as you progress, others depend on the type of ship you are required or wish to serve in.

7.2 Joining a ShipThe benefits of joining a ship in a British port is only available to those joining ships that operate out of our ports. It is more likely that you will fly out to join a ship in a foreign port, which could be anywhere in the world. If the port is relatively remote, several changes in planes, trains or even helicopters may be involved with a hotel room at the end while you wait for your ship.

7.2.1 Before Leaving

When packing the type of ship you are joining should be considered. The company may have advised you on what is required. If not, it might be useful to ask whoever is dealing with cadets in their office to help you to decide. If uniform is required, then it will be for use

in the messroom and bridge, most ships today have a relaxed attitude to what is worn at sea, particularly in the evenings, so even if there is not much opportunity for going ashore, some casual clothing will be required. If the ship has a swimming pool swimwear will be required.

Some formal wear may be required such as a tie and jacket. Again check with your company.

It is essential that you have your passport, ticket and formal seamanÊs identification.

In addition you must ensure that you have your companyÊs contact name and number for both office and out of hours. You should also ensure you have the ships agent contact address and phone numbers in the port you are going to.

You must have travel insurance, this can be organised through your company but if not then you must take this out privately.

7.2.2 Baggage

Your baggage must be clearly marked with your name, contact address and your mobile phone number.

Baggage is often misplaced when travelling by plane. It usually turns up a few days later, but if you are joining a ship that day or the next and are sailing immediately, you may be parted from your baggage for some time.

A recent survey indicated that around 200,000 bags are lost or misplaced each month at UK airports, according to the International Air Transport Association, the global total is approximately 42 million pieces of luggage.

yourtravelrights.co.uk originally

The morale to this is that if you have several changes during your trip, then ensure that you have hand baggage that contains your valuables and essential items. As your uniform cannot be easily replaced it should be treated as essential equipment. All your documentation must be carried either on your person or in your hand baggage.

7.2.3 Compensation

If your baggage is missing on arrival at your final destination, you should claim compensation to cover the


49

cost of anything you need to buy urgently, eg toiletries and a change of underwear. The airline may offer you a one-off payment at the airport to cover this. Others will only pay a set amount per day and for a maximum number of days. Some will ask for receipts for any purchases youÊve made but donÊt offer anything up front.

If your baggage has not been returned 21 days after your flight, itÊs considered as lost and you can claim against the airline for compensation. The airline will want to know what was in the missing bag, they may ask for a list of items. It would be sensible to make a list before you go.

An airline compensation payout is unlikely to cover the full cost of the items youÊve lost. Unless you can prove that brand new items were in the case, it is more likely to be second hand value, it may be more cost effective to claim on your home contents, or travel insurance even after paying the excess. You should weigh up the pros and cons before deciding which route to take on claiming for lost baggage. There is a maximum amount of compensation you can claim, this is based on international currencies which are calculated on a daily basis by the International Monetary Fund. There is usually a time limit when making a claim.

Under the Montreal Convention if the airline can prove that all the necessary steps were taken to avoid losing your luggage or that it was actually impossible to take those measures, the airline may not have to pay compensation.

7.2.4 The Port

On arrival at the port where you are joining the ship, the ships agency representative should meet you. Often, particularly late at night, the agents may have told a taxi company to collect you, which will be a driver holding up a cardboard placard with your name misspelt.

If you have not travelled much in the past, be cautious. You are not there as a tourist, you are preparing for the start of your career and will be judged on how you present yourself when joining. On joining your first ship, it is better to confine yourself to the hotel unless you require urgent shopping.

Regardless of the quality of hotel or the place you are in, ensure you lock your door securely at night.

7.2.5 Boarding

Few seamen forget their first day on board their first ship. You are entering a new world, with its own language, customs and environment. The ship will be very different to anything you have experienced before, unless you have been on ships before. Somewhere in this structure, you will live, eat, sleep, work and hopefully relax for several months at a time.

Remember that a shipÊs busiest time is in port and everyone who is not off duty will be extremely busy. Hopefully someone will guide you to your cabin, if you are lucky there will be other cadets or trainee ratings on board, this will help you to settle in.

Before opening your baggage, if you are a cadet, your first duty will be to report your arrival to your head of department, this will either be the Chief Officer or the Chief Engineer. If you are a rating then you must report to the Bosun or Senior Engineroom Rating. At some stage in the proceedings you may meet the Captain but he may be engaged in ships affairs or ashore.

7.2.6 Your Position on Board

This is not an office ashore and those on board do not behave in the ways of the shore. They have their own traditions, language and environment, it is up to you to learn these ways. In other words, leave the shore behind until your leave.

Whether you are a Rating Trainee or a Cadet, you are the most junior crewmember on the ship and must remember this. At this stage you are more a hindrance to those on board than a help and it depends on you how fast this situation changes. You must remember that regardless of your age, you are a trainee and under all those above you, even if younger than you.

One of the first rules on a ship is that obedience and discipline are the first order of the day. Orders carried out without complaint and cheerfulness will earn you respect. Combined with a willingness to learn you will fit into the ship and its routine far easier.

If you do not know something or do not understand an order, do not pretend, ask to have it explained to you.


50

A ship works on routine, every task has a system. For this to work efficiently, keeping to the routine and time is very important.

Bullying is very rare on a ship and must not be tolerated under any circumstances. Any sign of this must be reported immediately to your supervising officer. This does not preclude the traditional practical jokes that can be played on you by your shipmates. These vary but are all of a harmless nature. Accepting these in good humour will help you to integrate more quickly into the ship.

One of the easiest wind-ups was to send a new cadet to get a mat and ask him to make a meter to read the draughts. When he asked how to do it, he was given some sheets of

paper and to hold them to the door and count how many flaps it made in 30 seconds...

7.2.7 The Captain

The Captain is the head of the ship. His job is to run the ship efficiently for the owners or managers, maintaining the legal requirements of the country of registry, which is the flag the ship displays. Maintain the international regulations, discipline, morale, welfare and safety of those on board while ensuring the shipÊs safe navigation during each voyage. Regardless of what you are told in the office before joining, while concerned about your welfare and training, the Captain is also concerned about other matters. If you do not like the ship or him, do not expect him to be too disturbed by this, there are other cadets. You are as a new trainee, a very small cog in a large wheel.

7.2.8 Senior Officers

These officers hold their positions by the certificates they hold, their knowledge and are working up the same career path that you have embarked on.

They are not used to having their orders questioned or not carried out and you should be wary of their disapproval.

If the Captain asks the pilot what he would like in his coffee and then the same of his chief officer, when he turns to you (the cadet) the correct response is “yes sir, right

away”. Not, as the soon-to-be nicknamed cadet “café-mate” stated... “milk and two sugars please”.

One of these officers will be the head of your department and as such is in charge of your work and wellbeing on board. You will find that, especially on a large vessel, your everyday work and routine will be delegated to a more junior officer. On ships with more than one cadet there may be a Senior Cadet and you will come directly under him for your work. As a Rating you will come directly under the Bosun on the deck or Fitter in the Engineroom.

7.2.9 Junior Officers

These officers would have been in your position a short time ago. You must remember that, while doing a responsible job on board they are also training for their next rank and certificate. They can be very helpful in assisting you with your training and progress on the ship but always remember, they are officers you are not.

7.2.10 The Ratings

Being a cadet is a strange position, you wear the uniform of an officer yet often you work as a rating. You are theoretically senior to all the ratings on board, yet often the petty officers will give you orders when you do your practical work. As you become more familiar with the ship and work on board, you will be put in charge of crew for various tasks as you progress through your training. This is an essential part of your training to learn leadership. At the moment of being on your first ship, the only position you are in is to take orders.

The ratings on board can be invaluable to your knowledge not just of the ship but of life at sea. Many will have experience on different ships, trades and places. Listen to them, their opinions and practical advice, you will also hear some good stories as well.


51

If you are a Rating Trainee, then the Petty Officers will be your main instructors. The same applies as far cadets, listen to what they tell you. Learn from the good and the bad, one shows what should be done and the other what not to do.

7.2.11 Initial Shipboard Training

Your first instincts will be curiosity and you will want to look around. You must have one of the crew with you and remember that you do not have any Personal Protective Equipment or had any familiarisation training. Until this is done you cannot carry out any duties. On a well organised ship, this will be done shortly after you join.

The ship owner or operator must ensure that all those engaged on the vessel are given Shipboard Familiarisation Training on joining. This will include emergency duties as well as routine duties for safe vessel operation and protecting the marine environment.

The following is taken directly from the STCW Code:

„Before being assigned to shipboard duties, all persons employed or engaged on a seagoing ship other than passengers, shall receive approved familiarisation training in personal survival techniques or receive sufficient information and instruction to be able to:

.1 communicate with other persons on board on elementary safety matters and understand safety information symbols, signs and alarm signals;

.2 know what to do if:

.2.1 a person falls overboard,

.2.2 fire or smoke is detected, or

.2.3 the fire or abandon ship alarm is sounded;

.3 identify muster and embarkation stations and emergency escape routes;

.4 locate and don lifejackets;

.5 raise the alarm and have basic knowledge of the use of portable fire extinguishers;

.6 take immediate action upon encountering an accident or other medical emergency before seeking further medical assistance on board; and

.7 close and open the fire, weather tight and watertight doors fitted in the particular ship other than those for hull openings.‰

There is a lot to remember, it is recommended that you have a note book and pen during this training in order that you can make notes of the essential points.

7.2.12 Personal Protection Equipment

As part of your induction into the ship you will be issued with PPE. This usually consists of work clothing, safety shoes, safety helmet, goggles and gloves.

It is essential that you check these to ensure they are clean, in good order and that they fit. Poor or broken equipment can endanger rather than save you. Some safety equipment such as safety helmets is date stamped, make sure that these are in date.

7.2.13 Seeing the Ship

It is natural that you want to see around the ship, hopefully someone will be appointed to take you on a tour. If the ship is busy and there is no one available, do not be tempted to go around yourself. This is a new environment and there are many areas and dangers that you should not go into alone. If the ship is working cargo, the main deck is a particular danger area. Machinery spaces must also be avoided.

7.2.14 Discipline

If you have been in the Sea Cadets or had seagoing experience before joining your ship, you will already have valuable experience in what is the bedrock on which any ship exists.

If you do not have any seagoing or military background, this type of discipline may be a new experience for you. On a ship, there are people from differing backgrounds, cultures, religions and nationalities all living in a small space together. For the wellbeing of all on board there must be a strict pattern of life on board which ensures


52

the peaceful existence of every crewmember regardless of his rank or rating. In addition, there has to be justice.

Not every trainee settles well onboard. One such cadet had experienced a series of problems including the loss of his father during his initial phase at college. His

classmates took a close interest in his welfare and tried unsuccessfully to locate the funeral in order to offer their support. Prior to joining his first ship prolonged discussions took place with him to ensure he was absolutely sure that he felt up to join, which he insisted he did.

Almost inevitably after a few days onboard he decided it was all too much for him and he had to return home. When his training officer contacted his mother to ask if she wanted someone to meet him at the airport, she advised that he would be fine as he would be met by his father.

There are good reasons why many training managers may appear cynical.

Discipline in the Merchant Navy, is generally unseen. It very much relies on a consensus of self discipline that is ingrained into all seamen when living on board a ship. There are set regulations which allow certain procedures and punishment for defined offences, these are seldom used as those on board wish to live in harmony.

Basically, for a new trainee, it means that you must do what you are told, as long as what you are told does not put you into personal danger or cause you to break the shipÊs regulations. Orders carried our cheerfully will enhance your position on board. Only by taking orders properly can you ever learn to give them properly.

7.2.15 Complaints Procedure

With all shipping companies and on all ships there is a complaints procedure. This ensures that if there is a legitimate reason for a complaint, then it can be dealt with in the correct manner. However before acting, it is wise to ensure that you have a god reason for this. At some time or other on a ship everyone complains, it is the normal way of life. Even if you had the best chef in the world, within a month, there would be complaints about the food. Then it will be the Captain, Chief Engineer, the ship or the voyage. There are those who will never be content, there is nothing unusual about this,

so ensure your complaint is real and not just a general grumble.

Next see if the problem can be dealt with unofficially. See the person concerned and speak about it if possible. If not then follow the correct procedure and go to your direct superior. If he or she cannot deal with the matter, it will go up to the line until if necessary, it reaches the Captain or if serious enough it will be passed to the shore.

It is the same with any letter of complaint. All letters sent to the office ashore regarding any shipboard or Company matter must have the Captains signature on it.

7.2.16 Living on Board

Once again, if you have already been away from home for prolonged periods, you will have some experience of looking after yourself. If not it can be a chastening experience. There is no one to pick up after you. If you are sharing a cabin it is essential that you keep your possessions and clothing tidy and the cabin clean. You may be lucky and have your own cabin but you must ensure the cabin is clean and tidy with the bed made each morning if you are not asleep after duty. On some ships there will be a laundry service but on others just the bedding will be laundered. You will be responsible for your personal appearance which includes the laundering and ironing of your clothing. Your cabin is formally inspected every week, but there is nothing to stop the officer responsible for your training or your Head of Department from looking in to see that the cabin is being kept clean.

As a Cadet your meals will be taken in the officers messroom and your manners will be watched. This is all part of your training. As a trainee rating, part of the requirement of living together, is that your behaviour is important, if you cannot live socially with others on the ship, you are not suited for the sea.

7.2.17 Your Train ing

The prime purpose of being on the ship is to be trained, this should be according to the phase of training you are in and guided by your training record book.

If you feel your training is being neglected then you have a reason to make a complaint to your head of


53

department or if not resolved, ask to speak to the Captain. Signatures have been put in record books for work that has not been done. If regardless of your complaints nothing is done, then you must contact your company training office or the training company responsible for your placement on the ship. It is not always a fault of those on board, it may be caused by an insurmountable language difficulty. Those responsible for your training have a duty to move you to another vessel where training can be better provided for.

At the same time, remember that the officers and crew on board the ship have a full day of work and their assistance with your training is extra work for them. They are not trained lecturers either.

7.2.18 The Bar

Alcohol forms part of the culture of many nations and for those it is a pleasant social custom. Not all companies allow alcohol, often due to the country of registry prohibiting this or because of the frequent visits the ship makes to countries that ban alcohol. However, most companies allow this and many ships have a bar on board. This is a privilege not a right and if abused it can be removed very easily by the Captain, either individually or collectively. While we are on the ship to work, we also have leisure time. It must be kept in mind that everyone on board can be called to an emergency at any time and will be expected to be alert. Shore habits of binge drinking are not tolerated on any ship and could result in your instant dismissal. By coming to sea on a ship you must accept that you have a responsibility to the ship and your shipmates 24 hours a day. There are no weekends

off here. Enjoyment with moderation is the keyword. If there are passengers present, be even more careful. If anything should happen, they will be the first to talk about your perceived failings.

7.2.19 Going Ashore

When you are granted shore leave, take the opportunity to get off the ship if you can. This is not always easy due to restrictions placed on leave by the port in the interests of security. At other times you must take your work schedule into account and how this fits in with going ashore instead of resting before your next period of duty.

In any port regardless of the local regulations it is wise to carry some form of identification, although unless required this should not be your passport.

Always ensure you have the phone number of the ship, agent and their address. Ensure you know the berth number of the ship, you would not be the first seafarer spending most of his shore leave tying to find the ship in a large port.

7.2.20 Leaving the Ship

Always leave your cabin as you would hope to find it. Ensure you have all your documentation, that your discharge book is properly stamped and that your training books are up to date. It is sensible to not celebrate your departure too much as some airlines can refuse boarding anyone they suspect may cause a problem on the plane.

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THE COLLEGES

8Recently marine training in the UK has severely declined in line with the decline of the Merchant Navy. The remaining colleges provide training for successfully completing the STCW courses that are required for entry and progressing in the Merchant Navy.

In the UK there are a number of Colleges that offer various maritime study courses. Not all colleges offer the same courses, unfortunately rating training is only covered by a few establishments.

Commercial pressure dictates that colleges devote their time to teaching these courses, regrettably this leaves many important maritime subject areas uncovered.

The Colleges are not really part of the Merchant Navy structure, although the majority of the lecturers have a merchant navy background. Instead, particularly as many are part of a university system, they see themselves as part of the educational structure.

The colleges noted in Appendix 3 are applicable to new entrants to the Merchant Navy.

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MERCHANT NAVY ORGANISATIONS

9For many years the Merchant Navy have had organisations that were part of the establishment, the Honourable Company of Master Mariners taking pride of place and representing the MN in the City of London.

Recently due to the decline of the Merchant Navy and lack of knowledge and understanding about the service amongst the general public a number of organisations have been formed to redress this problem. These organisations have been very influential in bringing past achievements of the service into the public eye and also present issues and debate about the future.

Among their achievements is the establishment of Merchant Navy day on 3rd September, together with the associated commemorative services that are held at various cenotaphs around the country, the establishment of a Merchant Navy Veterans badge and the formation of various branches throughout the country.

Unions tend to be an emotive issue with strong feelings being expressed as to their purpose, politics and membership. Regardless of feelings about Union membership, seamen, because of the nature of their job do not have the opportunity to come together, as

those ashore can, to discuss the affairs of the Merchant Navy that need resolution or to represent their claims regarding pay and conditions. Because of this, an organisation is necessary to listen to their voice and speak on their behalf.

There are several Unions and Federations that support those at sea. The work they do not only deals with the pay and conditions on board, but also the various issues that continue to be of concern in the marine industry as a whole.

Some of these are open to individual memberships while others are federations of national unions that organisations in the international shipping sector can join.

Within the UK most shipping companies recognise these Unions and allow their representation on board ships and negotiate with the unions over matters of pay and conditions.

In addition the Unions also represent their members on national and international committees and to government on shipping matters.

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THE MARINE SUPPORT STRUCTURE

10There are many organisations connected to the Shipping Industry, some of these directly affect those at sea, while others offer support as required but there is no central office encompassing all seagoing activities.

Within these agencies are many ex merchant seamen who have left the sea for various reasons and are an essential part of these organisations providing experience to them.

Many of the organisations that affect the Merchant Navy and Marine Industry are international, this is not surprising considering that of all commercial enterprises, shipping is the most international of all.

This can cause difficulties to those wishing to make a career at sea or even for finding information required to advise others. Appendix 5 gives a brief summary of the offices and departments in the shipping industry.

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CHARITABLE BODIES AND WELFARE ORGANISATIONS

11Over many centuries, a number of charitable bodies concerned with those at sea have grown with the increasing maritime endeavours. Even with the Merchant NavyÊs decline many of these organisations have remained, some amalgamated with others, some changed their direction to fit in with modern seagoing needs.

Without the benefit of these charitable bodies many seafarers, their families and their dependants would go in need.

These charitable organisations also consider educational needs as well as giving assistance to those at sea in their advancement and to those wishing to train for the sea.

63

PROFESSIONAL ORGANISATIONS

12As with other professions, the nautical profession have their own organisations which encourage the improvement of the profession, provide a forum for papers, articles and lectures on a variety of nautical subjects.

While these organisations exist mainly for those who are qualified, most are eager to assist new entry trainees

in their activities and offer support during the training period.

As the marine industry is international, most of these organisations are also international, as well as offering membership they also provide worldwide communication with each other.

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FINANCIAL MATTERS

1313.1 Salaries and AllowancesTrainee allowances vary considerably with some earning almost double others. This often only becomes apparent when trainees compare their allowances in college.

Most companies within the British sector have agreements with Union Nautilus, which negotiates the pay and conditions for their members. However, companies do not have to have such an agreement. It should be noted that the national minimum wage does not apply to UK seafarers on board UK ships unless the ship is in port or UK internal waters.

Foreign companies and those where nautilus do not have an agreement, there are no seafarers negotiating rights, the crews are dependant on the company for any pay increases.

This does not necessarily mean that pay will be low, but as with all commercial companies it will be governed by the health of the international industry.

Today wage rates are climbing, with the age of existing seafarers and the shortage of crews projected to become worse, this increase should continue for some time.

At sea, pay is generally governed by the type of ship, the job that is being done on board and the seniority of the crew member.

The range is very large, the highest paid are those working in the specialist shipping sector, particularly gas and chemical vessels. It is hard to generalise but as with occupations ashore, the more difficult a job is the more qualifications are required, the more difficult an environment is then the higher the salary.

13.2 CurrencyIt is worth checking what currency you will be paid in. UK companies pay in Sterling, but it is common for foreign companies to pay in US Dollars, others may pay in the currency of their operating office.

If your pay is not in Sterling, it can fluctuate due to the varying exchange rates unless you have a fixed exchange rate agreement.

13.3 Getting your MoneyThe normal system is exactly the same as ashore, your pay or allowance will be paid directly into your bank account. While on the ship it may be difficult to gain access to your account abroad, particularly when the ship is at sea. You can draw cash advances while on board, at the end of the month the total amount of your advances and any other bills from the shipÊs shop or bar, will be deducted from your wages.


66

13.4 TaxAs a resident of the UK you are liable for UK tax.

British seamen working on ships anywhere in the world are exempt from paying UK tax provided they spend 183 days out of the country. Your discharge book will be one of the documents that may be required as evidence of this, but also plane tickets, hotel receipts and letters stating your employment details from the shipping company may also be required as evidence.

It has been the case that foreign seamen working on local foreign shipping in certain countries have had to pay local tax. This is not a usual requirement but, if local leave is taken in that country, it may be required and is worth checking if you are taking employment on such ships.

13.5 PensionsOn entry into the Merchant Navy, this might not seem very important at a young age, however as the company of your choice for training may be the company that you will have a career with, it should be considered.

13.5.1 The Merchant Navy Officers Pension Plan (MNOPP)

Many shipping company employers participate in this plan, it is based on you paying in 3.9% of your salary and the employer paying 5.1%. There are other benefits including protection for your dependants, tax free lump sum and early retirement options.

You can only contribute to this scheme if your company is a participant. You can change companies within the scheme as long as your new employer also participates in the plan. If contributions stop because your new employer does not participate, you can rejoin at a later date if you join a participating company.

If you are not a UK resident you can still join the scheme as long as you are employed by a company that is liable for UK tax.

Details about this plan can be obtained from:

MNPA,Leatherhead House,Station Rd,Leatherhead,Surrey,KT22 7ETPhone: 01372 386000Email: [email protected]

AlternativesThere are still companies, such as the RFA which offer their own pensions schemes but these are few and far between. If the company that you are considering joining does not, then you are left with taking out your own personal pension scheme plan.

National InsuranceYou pay National Insurance contributions if you are an employee or self-employed and you are aged 16 and over, providing your earnings are more than a certain level. You stop paying National Insurance contributions at State Retirement age.

Your National Insurance number is your own personal account number. The number ensures that the National Insurance contributions and the tax you pay are properly recorded on your account. It also acts as a reference number for the whole social security system.

If you donÊt already have a National Insurance number you must apply for one as soon as you start work.

To be able to apply you must be:

over 16 years of age resident in the United Kingdom

To apply for a National Insurance number you will need to telephone the Jobcentre plus National Insurance allocation service helpline on 0845 600 0643. They will make sure you need a number and arrange for you to undertake an evidence of identity interview.

Financial Matters

67

Evidence of identity interviewThe interview will usually be one-to-one. The interviewer will ask you questions about your background and circumstances.

The interviewer may also ask you to fill in an application form.

www.findlaw.co.uk

If you don’t have any official documentsIf you havenÊt got any official documents you still have to go to the interview. You might be able to prove your identity with the information you give at the interview.

www.findlaw.co.uk

National Insurance for SeamenYou are defined as a ÂmarinerÊ if you are or have been employed under a contract of service as:

a master or crew member of a hovercraft

a master, crew member or radio officer of any ship

a supernumerary - that is, a person employed on board a ship in any other capacity, as long as the work is done for the ship, the crew or any passengers, cargo or mail carried by the ship.

the contract of employment is entered into in the UK, and is intended to apply wholly or partly during the voyage

www.hmrc.gov.uk

Class 1 ContributionsYou will be liable to pay Class 1 National Insurance contributions if any of the following applies:

you work for or are paid by a UK based company

you are serving in designated ÂinshoreÊ waters around the UK

you are resident or domiciled in the UK and working on a vessel flying the UK flag

By special agreement with the Isle of Man, you will also be liable to pay UK National Insurance contributions for work done aboard any ship flying the Manx flag.

Under certain circumstances it is also possible to have UK liability for work done on a ship flying the flag of any foreign country if the ship is owned by a UK company.

If you serve in the UK sector of the North Sea there are special regulations if your work is connected to the oil or gas industries.

www.hmrc.gov.uk

Class 2 ContributionsClass 2 contributions count towards certain benefits, like the basic State Pension, Maternity Leave and Bereavement Benefit. But they do not count towards the additional State Pension, Statutory Sick Pay or JobseekerÊs Allowance, so you might want to think about making other arrangements like a personal pension and income protection insurance.

www.hmrc.gov.uk

Mariners who are not liable to pay Class 1 contributions are generally able to pay Class 2 contributions. We have put in place special arrangements for Mariners to pay Class 2 via our Cardiff office if they wish. Our office will help you compute the right amount to pay.

www.hmrc.gov.uk

Class 3 ContributionsThese are voluntary contributions paid by people who wish to protect their entitlement to the State Pension and who do not pay enough National Insurance contributions in another class.

If you have no liability to pay NI on a certain voyage, you may still be able to pay voluntary contributions, which help make a year ÂqualifyÊ for certain benefits and count toward your State Pension.

You may have paid (or been credited with) enough contributions from other earnings in the year to make that year qualify, so you may not need to pay voluntary contributions. Once you have paid them, voluntary contributions are not always fully refundable, and you could end up paying too much.

www.hmrc.gov.uk


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ContactThere is a special unit to advise seamen about National Insurance contributions.

Marine NICsHMRC15th Floor East wingTy Glas RoadLlanishenCardiffCF14 5FP

You can also telephone, the number to call depends on the first letter of your surname.

Surnames beginning Number to call

A BC DaDb GlGo KL NO SL SM Z

+44 (0)29 2032 6078+44 (0)29 2032 6124+44 (0)29 2032 6329+44 (0)29 2032 6979+44 (0)29 2032 6302+44 (0)29 2032 6042+44 (0)29 2032 6419

Web: www.hmrc.gov.uk/cnr/seafarersni.htm

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THE ROYAL NAVAL RESERVE

14The support the Merchant Navy gives our country during times of conflict has already been discussed, these conflicts always require a rapid increase in officers and crew for the Royal Navy. For over 150 years, many of those serving with the Merchant Navy have volunteered to prepare for conflict by joining the Naval Reserves and undergoing specialist training in naval military skills.

Apart from the essential support this provided, many seamanship techniques and skills peculiar to the Royal

Navy were learnt and similarly skills the Merchant Navy specialised in were passed to the Royal Navy, benefiting both services.

To those that were and are in the RNR, it is a very unique ÂclubÊ in which those serving are immensely proud. Appendix 8 provides more information about this organisation.

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CONCLUSION

15As long as the sea surrounds our shores, men and women will be required to work on the sea. Increasingly we are turning to the sea for its resources and for recreation. The ferry and cruise industries continue to grow. Our expertise in the support vessel industry for our own and the worlds oil and gas industry increases year by year. New ventures such as offshore wind farms are coming on line, all these require professional expertise and knowledge about the ships and sea. Not forgetting the opening up of a new ocean for mankind, the Arctic.

The Merchant Navy has been through a difficult period over the last few decades. Redundancy has been a constant shadow over us all, we have watched as seemingly unassailable companies have collapsed and disappeared leaving their officers and crews seeking employment where they can find it. One major company dismissed all their cadets while they were still under training.

While officers employment has been deeply affected, the ratings situation is worse. Even today, rating training is poorly provided as are the jobs and training with our existing ships.

It is understandable that many who were once employed at sea and disappointed during this period will discourage those who wish to join.

It is understandable that trainees were reluctant to join what they saw as a dying national industry. As always

throughout our history, there were those who followed the call of the sea and came regardless of any problems or future. They wanted to go to sea and it was these trainees that continued our heritage during these difficult years.

As the slow decline continued, many of our organisations, companies and eventually government realised that we could not as an island, let our Merchant Navy fade away as its necessity to our nation was proven many times in past conflicts. The Falklands war showed the necessity for our Merchant Navy and the ships that they man. This set in motion various schemes to halt the decline and to encourage recruitment and training again.

The problem was that the carefully developed infrastructure was gone. The training ships which the majority of merchant ships depended for officers were gone. The careers advisory and recruitment structures built up by shipping companies through schools programmes had also disappeared. This did not mean that the ships had disappeared. While shipping in the UK and other parts of Northern Europe declined, this decline was exceeded by the growth in other countries notably those with cheaper crewing costs and easier marine legislation which allowed shipping companies more flexibility. As our remaining shipping companies such as Cunard and P&O were purchased by foreign companies, the writing was on the wall. The UK flag became known as a ÂFlag of ConvenienceÊ this allowed the employment of foreign nationals and easier legislation.


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This stopped the decline of the number of ships under the British Flag, but not the decline of the Merchant Navy, the majority of who, if they wanted employment were serving on foreign ships.

Again, through the efforts of organisations such as Nautilus, The Chamber of Shipping and others, the government responded with the tonnage tax initiative, this allowed companies with their registered office in the UK to offset the training costs of their cadets against their tax.

This called a halt to the decline in training as new training berths opened up again on ships. New training systems were adopted to suit a modern shipping industry with flexibility for encompassing degree studies, the remaining nautical colleges responded and adapted quickly improving their campuses with the required new facilities. Training companies came into being with the ability to recruit and undertake the training administration rather than set up their own training departments.

The speed this was done at is a credit to all the organisations involved. The new structure is established. All that is required is to fill it and therein lies the problem. During the decline, with many of those wanting to go to sea turned away, disillusioned and redundant officers and cadets warning of the situation and a lack of interest being stimulated in the schools, colleges and the public at large, the sea, as a career was mostly neglected.

The result is that now, opportunities are expanding at an increasing rate, many older officers are reaching retirement, the opportunities can be described as unlimited and we have an increasing shortage of young men and women coming forward both here and worldwide.

As the opportunities grow at sea, so do the opportunities ashore for those with marine qualifications and knowledge, where there is an increasing shortage of qualified and skilled personnel.

15.1 Coming AshoreIt is suggested that the average career at sea is between 7 and 12 years long.

There are many reasons why seamen stop going to sea. In the majority of cases, it is related to family life. Recently, with shorter voyages and the opportunity to take wives and often children to sea, more family minded seafarers are remaining at sea. Quite often a change of ship or company can be made that will move the seafarer into a coastal water sector of shipping such as ferries or offshore support where the opportunities are for a few weeks on board before leave rather than months. To many, two weeks on a ship followed by two weeks leave can be very attractive.

Others will leave because they feel they have advanced as far as they can at sea and wish to change direction into a shore based career, while others are compelled to go ashore for medical reasons.

Whatever the cause, there is a shortage of seagoing experience that many shore positions in the industry require, today combining a sea and shore career structure is perfectly feasible and rewarding.

To give you an idea, here are a few examples of the type of occupations that recruit ex Merchant Navy personnel:

Ship building and repair ship agents education and training maritime law regulatory authorities and NGOÊs surveying P&I insurers and loss adjusters ship and cargo brokering marine equipment suppliers marine leisure shipping and crew management shipping company management pilotage and harbour masters towage salvage and dredging port and terminal services marine consultancy general engineer management ashore.

15.2 OpportunitiesFor these positions to be filled ashore, a strong vibrant Merchant Navy is required at sea. For the right entrants, the present opportunities are unparalleled. When the situation ashore is considered, with universities reducing

Conclusion

73

the number of entrants, the cost of study spiralling and the lack of opportunities offered to those qualified, a career with the Merchant Navy completely contradicts those offered ashore. Not just free training but paid training with educational and professional qualifications earned at the same time, a rapid promotion system offering the highest positions at a comparatively young age can no longer be ignored by schools, colleges or others concerned with the future of present day students.

15.3 The FutureFor those who recognise that going to sea is a different way of life than ashore and who can adapt to this and the challenges of some of the more demanding aspects of the calling, the future has never been brighter. They are wanted at sea and ashore. The vacancies will continue to grow as the next decade continues with newer ships and technology going onto the seas.

This nation has many areas of excellence and the high standards of training has always been recognised. Today

with marine technology at sea increasing at a rapid pace, our merchant seafarers of the future are being prepared. Increasingly as the sea is seen as a vast resource that carefully managed can be of immense benefit to the world, more specialist ships will be required. Deeper oil drilling will require larger vessels for support, wind farms will require heavy lift construction and maintenance vessels.

The opening up of the Arctic Ocean will be one of the most exciting marine adventures this century, thousands of highly skilled seafarers will be required to provide the specialist work necessary to undertake this vast enterprise.

For the British Merchant Navy the future is increasingly exciting with the rewards matching the skills and for those entering the service at this time, provided our marine industry takes up the challenges ahead, the career prospects are assured.

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APPENDICES


76

APPENDIX 1

Sea Cadets

Sea Cadets are the UKÊs largest maritime youth charity, supporting approximately 14,000 young people across the UK through activities with a naval theme. Sea Cadets learn sailing, power boating, canoeing, rowing and windsurfing and diving. Qualified instructors lead all the activities.

In addition they work towards qualifications through the Royal Yachting Association (RYA), British Canoe Union (BCU) and the British Sub Aqua Club.

Joining

If you are between 10 and 12 you can join as a Junior, 12 to 18 as a Sea Cadet and 13 to 18 as a Royal Marines Cadet.

Further information can be obtained from:Sea Cadets202 Lambeth RoadLondonSE1 7JWTel: 020 7654 7000Email: [email protected] Web: seacadets.ms-sc.org

The Tall Ships Youth Trust

The Tall Ships Youth Trust, formerly the Sail Training Association, is a registered charity dedicated to the

personal development of young people aged 12 to 25 through crewing vessels.

Sailing Programme

The Trust sails, in the UK and around Europe from April to November and in the winter months in the Azores, Canaries and Caribbean.

The aim is to maximise the amount of sailing on every voyage and to visit at least one foreign port on longer voyages.

Costs

The costs of voyages are listed on the website or from the reservations team. The Trust may be able to help if financial assistance is required.

Further information can be obtained from:Reservations Team Tall Ships Adventures 2A The Hard, PortsmouthHampshire PO1 3PTTel: 023 9283 2055Fax: 023 9281 5769 Email: [email protected]: www.tallships.org

The London Nautical School

The School comprehensive school is for boys aged 11 to 16 and has a co-educational sixth form. In September 1999 the school assumed Foundation Status within the London Borough of Lambeth, and is now a sports college with water sports as one of the focus sports.

Appendices

77

The schoolsÊ specific aims include:

Promote the nautical ethos of the school and encourage the sea as a career option

provide a practical and theory based grounding in Nautical Education.

Nautical Education

The nautical curriculum is pivotal to the school, it allows pupils to learn skills and develop qualities that will serve them in a nautical context as well as other areas of society. Water based activities are an integral part of the nature of LNS. Being a Sports College allows the school to provide access to nautical activities from primary level to adult education.

Further information can be found at:The London Nautical School61 Stamford StreetBlackfriars LondonSE1 9NATel: 020 7928 6801Fax: 020 7261 9408 (Main Office)Email: [email protected]

Atlantic College

UWC (United World Colleges), Atlantic College is a residential international 6th Form College based in the UK. There are now 12 UWC Colleges located throughout the world.

Marine and Maritime Interests

Atlantic CollegeÊs Community Service Programme includes the following:

Inshore Life Boat Service Lifeguard Service Marine Environmental Monitoring Service

(MEMS).

Inshore Lifeboat Service

The CollegeÊs Inshore Lifeboat Service is responsible for providing rescue cover for the Royal National Lifeboat Institution (RNLI) Atlantic 75 lifeboat stationed at the College.

Second year students provide the crew and shore-based support for rescue operations along a 20km stretch of the Bristol Channel. Second year students also assist in instructing first year students in the basic skills needed by lifeboat crews. They also provide safety cover for Atlantic College seafront activities.

Lifeguard Service

Lifeguard Service aims to:

Provide students with a general sea awareness and safety, along with surfing, lifesaving and first aid skills

offer a valuable service to the local community.

Marine Environmental Monitoring Service (MEMS)

MEMS is a relatively new service at Atlantic College and continues to develop as a Service.

The service aims to promote student initiatives and encourage their involvement in a variety of environmental conservation projects that have a marine emphasis. These projects provide an opportunity for students to work with and support external organisations including, The Marine Conservation Society, The National Lobster Hatchery, P.A.D.I. Project Aware Foundation, Exeter University Geomorphology Survey and The Nautical Archaeological Society.

Admissions Contact:Mrs Jan Bishop, Admissions Registrar Tel: 44 (0)1446 799308Email: [email protected]

Trinity House School, Hull

Originally established by the board of Trinity House which was made up of Master Mariners and Pilots who decided to establish a school for nautical training.


78

Today the school has voluntary aided status and is maintained by the local authority, therefore education is free for all pupils.

Nautical Training

The school arranges where possible sea going experiences on the marine SocietyÊs ÂEarl of RomseyÊ and voyages aboard the Tall ships, such as the Âgrand TurkÊ.

Further information can be found at:Hull Trinity House School,PrinceÊs Dock Street,Hull,HU1 2JXTel: 01482 326421Email: [email protected]

Dauntsey’s School

A fully co-educational school with the number of boarders continuing to grow each year.

Nautical

The school maintains and sails the ÂJolie BriseÊ. Built in 1913, this 56-foot gaff cutter has won the Fastnet Race three times, Fourth Form (year 10) pupils or above can join the sailing club.

Canoeing is taken particularly seriously with several teams entering the annual Devizes to Westminster race and the BreconÊs Challenge, this is for pairs of senior girls and boys who spend a weekend canoeing, cycling and running through the Welsh mountains.

Further information can be obtained from:DauntseyÊs School West Lavington Devizes Wiltshire SN10 4HETel: 01380 814500Email: [email protected]

The Royal Hospital School

The Royal Hospital School is a leading independent full boarding and day school for girls and boys aged 11 to 18 years.

Nautical

All pupils have the opportunity to learn to sail and there is a strong sailing tradition throughout the school.

The School boasts a thriving Combined Cadet Force and all Year 9 and 10 pupils take part. For Year 11 and Sixth Form membership is not mandatory, but many opt to continue. There are four sections - Royal Navy, Royal Marines, Army and Royal Air Force.

Bursaries

The Royal Hospital School is part of Greenwich Hospital, a Crown naval charity, one of whose charitable objectives, is to provide education for children of seafarers. As a result Royal Navy, Royal Marine, UK Merchant Navy and certain other seafaring families may be eligible for assistance with boarding fees.

Further information can be obtained from:The Admissions OfficerThe Royal Hospital SchoolHolbrookIpswichSuffolk IP9 2RXTel: 01473 326210Email: [email protected]: www.royalhospitalschool.org

Appendices

79

Gordonstoun School

TodayÊs School has all the facilities necessary for independent education in the 21st century. Facilities include:

IT Centre and campus-wide network two new boarding houses music school refectory climbing wall floodlit Astroturf playing surface theatre sail training vessel

Nautical

Gordonstoun has a strong tradition of sailing and sail training that has its links in the founding of the Moray

Sea School in Burghead after the war for training local fisherman for the Merchant Navy.

As part of the SchoolÊs curriculum all students undertake week long Sail Training Voyages on the West Coast of Scotland on board „Ocean Spirit of Moray‰ an 80 foot ketch purpose built for training by Oyster Marine in 1995. Students also take part in courses in Seamanship, learning the teamwork required to sail in newly built (but still traditional) 28 foot dipping lug cutters from nearby Hopeman. Students can supplement their sail training experience with longer summer voyages on board Ocean Spirit. These often include participating in the International Tall ships Races around Europe or expedition voyages to distant shores.

Contact:Gordonstoun SchoolElgin, MorayIV30 5RFTel: 01343 837837 (+44 1343 837837)Fax: 01343 837838 (+44 1343 837838)Email: [email protected]


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APPENDIX 2

The Maersk Shipping Group

A.P. Moller - MaerskÊs activities fall into the following business segments:

Container shipping APM Terminals tankers, offshore and other shipping activities oil and gas activities retail activity shipyards, other industrial companies, interest in

Danske Bank.

The Maersk Line fleet has more than 500 vessels. Eight PS-class vessels are the latest addition to the Maersk Line fleet and are the next generation of environment-friendly container vessels.

The EMMA MØRSK is a PS-type vessel and one of the largest container vessels in the world, she is capable of carrying 14,770 TEU (twenty foot equivalent unit) and has an overall length of 397 metres and is 56 metres wide.

Maersk Tankers own and operate a large fleet of crude oil carriers, product tankers, and gas carriers. Today, the Maersk Tankers fleet is one of the largest, most modern and diversified independent fleets in the world.

Maersk Supply ServiceÊs fleet consists of three types of vessels:

Field and subsea support vessels anchor handling tug supply vessels platform supply vessels.

Maersk provide a large number of courses for offshore personnel both within personnel development and technical skills within navigation, anchor handling and dynamic positioning. Most courses take place at Maersk Training.

Recruitment

The company recruits for all disciplines, cadets can be appointed to any vessel within the Maersk Group fleets. Depending on the stage of training, two cadets are usually the minimum on a ship in the first phase of their seagoing training.

Training

The A.P. Moller - Maersk Cadet Education is designed to instill core values, culture and leadership skills as well as offering a motivating atmosphere for professional development and personal growth.

The training system provides candidates with a theoretical and practical insight into different areas of vessel operations.

The standard training routes are followed depending on the initial educational attainments. These are HND, Foundation degree or full degree route.

Contact:Victoria CampbellHR Officer - RecruitmentCorrespondence Address:Maersk Crewing LtdStockbridge HouseTrinity GardensQuaysideNewcastle Upon TyneNE1 2HJ Tel: +44 191 2692500Email: [email protected]: www.seacareers.co.uk

Appendices

81

Bibby Line Ltd

This Company has operated in most areas of shipping throughout its 200 year history. Today, the Shipping Division operates in various markets including Cargo, Dive Support and Coastels.

As well as their own vessels, the company operate a mix of vessels for the Ministry of Defence.

Training

Bibby Ship Management only accept applications for Trainee Officer and Rating programmes for European Union nationals who have been resident in the United Kingdom for more than one year.

All applicants follow the Fd Sc in Marine Operations, the Fd Sc in Marine Engineering or the new Fd Sc METO course.

From January 2011 they are only sponsoring trainee officers through the FD SC (foundation degree) for both deck and engineering.

Colleges

Colleges used are Fleetwood Nautical Campus, Liverpool John Moores University, South Tyneside College and Warsash Maritime Academy

Sea Training

There are cadet training berths on various ships and the company policy is to place two cadets per vessel where possible. This only increases to three and rarely four as long as the extra personnel are in a different department (ie two deck plus one or two engine) for ease of training.

Ratings

Through their association with Foreland Shipping Limited, Bibby Ship Management is committed to providing career opportunities for those wishing to train as Merchant Navy Ratings.

Contact:Bibby Ship Management (Western Europe) LimitedTel: +44 01624 687200Email: [email protected]

Pritchard Gordon Tankers

The fleet consists of 11 tankers trading in the Caribbean, USA and South America. All the vessels carry Cadets with a maximum number of 16 training berths available.

Training

Cadets follow the HND/HNC routes

Contact:Pritchard-Gordon Tankers LtdMaritime House6 Coronation StreetSouth ShieldsTyne and WearNE33 1AZTel: +44 191 427 03 03Email: [email protected]

Carnival UK

Cunard Line, P&O Cruises and P&O Cruises Australia are included under the Carnival UK (CUK) umbrella.

P&O Cruises are the largest cruise operators in the UK who offer trips to the Mediterranean, Baltic, Norwegian Fjords, Caribbean, Atlantic Islands and around the world voyages.

Cunard Line offers the only regular transatlantic crossing service aboard the Queen Mary 2. The 1,968-passenger Queen Victoria, came into operation in December 2008 and undertakes a number of different voyages. The Queen Elizabeth joined the fleet in October 2010.


82

P&O Cruises Australia offer 7 to 14 nights cruises from Sydney, Brisbane and Auckland.

Cadets

Three Cadetship programmes are available - Deck, Engineering and Electro-Technical. Each Cadetship takes three years to complete. There is also a one-year Graduate scheme for engineers and electro-technical trainees, candidates should have a degree or HND in Mechanical or Electrical Engineering.

Sponsorship for training

The company will pay your tuition fees and a salary while you train, successful candidates will be offered an ongoing career to become a seafaring Officer.

Working at Sea

Your responsibilities and primary working areas will depend on your chosen cadetship. All work for Deck and Engineer cadets and trainees is divided into shifts so that the Bridge and Engine rooms are manned 24 hours a day. This may require you to work through the night or the early hours. Electro-Technical Cadets and trainees will primarily be involved in day work routines.

Contact:Fleet HR OfficerCarnival UKCarnival HousePauline Lines, SouthamptonHampshire, SO15 1ST

or by email to [email protected]

The Royal Fleet Auxiliary

The Royal Fleet Auxiliary (RFA) is the Civilian arm of the Royal Navy, its prime responsibility is to supply the Royal Navy with the fuel, food, ammunition and spares required to stay fully operational while at sea. The RFA is also being used increasingly in other roles ranging from drug interdiction, anti-piracy patrols and bringing humanitarian relief to disaster areas around the world.

The RFAÊs current flotilla of 16 ships contains ten tankers and store ships, one forward Repair Ship and one Casualty Reception Ship. The newest additions to

the flotilla are four Bay Class (Mounts, Largs, Cardigan and Lyme) which are Landing Ships Dock (Auxiliary) or LSD(A)Ês. These ships use the latest diesel-electric propulsion and dynamic positioning systems.

Career Opportunities

The RFA recruits both Officer Cadets and trainee ratings. The following are the various specialisations:

Officer Cadets

DeckEngineering

Ratings

DeckEngineeringCommunicationsCatering, Stewards and Cooks

Training

Training in the RFA is undertaken at a mix of merchant navy maritime colleges, Royal Navy Colleges and Bases. At the Royal Naval establishments, while work is done alongside their Royal Navy counterparts, the training is separate and specific to the RFA.

Cadets

Cadet applicants must complete an initial Recruitment Test and attend an Admiralty Interview board at HMS Sultan in Hampshire. This two day interview is designed to assess an officerÊs potential. On successful completion of this interview a basic training course is given at the Royal Naval College, Dartmouth.

On completing this RFA induction course, cadets join the mainstream MN training at a maritime college. Depending on their initial educational qualifications cadets follow either an HND or Degree Foundation course.

Ratings

There are no formal educational requirements, except for communications ratings who will be expected to be familiar with IT and have an ECDL qualification or equivalent.

Appendices

83

On applying an initial Recruitment Test must be taken. This covers basic english, maths, understanding mechanics and problem solving. Based on the application and tests, applicants are invited to attend a formal interview at Portsmouth.

Successful applicants will start their initial induction training at the Royal Naval establishment associated with their specialisation. Once this training is completed trainees will join their appointed ships.

Notes

To ensure that all personnel in the RFA have the same international protection under the Geneva conventions as the Royal Navy, all personnel must sign a Âsponsored reserveÊ agreement which is activated in a conflict area.

Contact:Royal Fleet Auxiliary Recruitment Office Captain Naval Recruitment HQ Room G-13Building 1/080 Jago RoadHMNB Portsmouth PORTSMOUTHHANTS PO1 3LUTel: 0845 60 40 520 Email: [email protected]

BP Shipping

The company operates a modern and technically sophisticated international fleet of oil tankers and LPG (liquefied petroleum gas) carriers. The fleet is constantly being renewed and updated.

TrainingCadets are recruited for intakes in September and January.

If you are a citizen of the UK or Republic of Ireland, you can apply to train as:

A deck officer an engineering officer.

Programmes currently available for deck and engineering offic ers are:

BSc honours degree Foundation degree Higher National Diploma.

All schemes ensure that each trainee officer qualifies with a Maritime and Coastguard Agency (MCA) officer of the watch (OOW) professional certificate, deck or engineering.

Graduates holding approved engineering qualifications or ex-R oyal Navy engineering officers, artificers or mechanics may be eligible to follow a specialised route to the Maritime and Coastguard Agency (MCA) engineer officer of the watch (EOOW) professional certificate. You will be mentored throughout your training and developmen t by a dedicated officer training team.

Contact:BP Maritime Services (Singapore)BP Singapore Pte. Limited1 Harbour Front Avenue02-01 Keppel Bay TowerSingapore [email protected]

Trinity House

Trinity House is the General Lighthouse Authority for England, Wales and the Channel Islands, operating three vessels which are employed for duties such as laying and servicing buoys, transporting supplies to lighthouses, maintaining and towing light vessels, surveying channels and shoals, locating and marking new wrecks.


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Excellent training opportunities are available for applicants who are interested in embarking on a career at sea, trainee positions are available in both the deck and catering departments. One deck and one catering rating per watch can be trained on THVs Galatea and Patricia.

Deck Rating

Those interested in becoming an Efficient Deck Hand will undergo extensive onboard training over two years including: mooring, light vessel, buoy and shipboard maintenance, boat work, bridge routines and helicopter operations. At the end of this period candidates will attend college for two weeks, allowing them to undertake statutory training to qualify as an Efficient Deck Hand.

Catering Rating

Those interested in becoming a Catering Rating will be assigned to the Catering Department onboard will undertake extensive onboard training over two years including: catering, stewarding and accommodation maintenance. Following this candidates will attend college for six weeks, allowing them to qualify for the Certificate of Competency as a Ships Cook Part 1.

Contact:HR DepartmentTrinity HouseThe QuayHarwichEssexCO12 3JWWeb: www.trinityhouse.co.uk

Shell Ship Management Ltd

Shell is a global group of energy and petrochemical companies with its headquarters in The Hague, The Netherlands. The parent company is Royal Dutch Shell plc, which is incorporated in England and Wales.

Fleet

Shell Shipping is a major part of the British Merchant Navy. They operate one of the largest fleets of owned, manned, managed or chartered gas and oil carriers in the world.

The fleet numbers 56 ships up to 302,000 tonnes and 330 metres long.

Facilities

Shell ships tend to have swimming pools, video libraries, gymnasiums, table tennis and a shipÊs bar.

Period of Service and Leave

Trips are normally four or three months long for dedicated North sea ships. Normal tours away are four months with approximately seven days leave taken after your tour, for every month that you have served on-board, where training allows.

Entry Criteria

A-Level/Higher/Graduate Qualification:

You must have studied either Maths and/or Physics and passed in at least one. Minimum entry level to a Foundation Degree is 120 UCAS points.

Colleges

The company will reserve a space at either Fleetwood Nautical College or Warsash Maritime Academy upon a successful interview.

Contact:The Recruitment Team,Shell Ship Management Limited,Manannan House,Market Square,Castletown,Isle of ManIM9 1RBBritish Isles.Tel: +44 (0) 1624 821525 or 531Fax: +44(0) 20 7632 9863Email: [email protected]

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Meridian

The Company

Meridian Marine Management Limited are at the forefront of Ro-Ro and Ro-Pax management they have a large growth plan and good opportunities for candidates.

Sponsoring Companies

Three ship owning companies under Meridians management sponsor cadets, they provide training under the following tonnage tax groups: Epic Tonnage Tax Group, The Pacific Basin UK TT Group and Daybreak Group.

Cadets

Meridian offers positions to Deck and Engine cadets wishing to follow the HND route and also positions on foundation degrees provided the appropriate qualifications are attained.

Recruitment procedures

Once an application form has been completed and submitted to the Company, you will be invited to attend an assessment day at the Head Office in Liverpool. This Assessment will consist of a series of written tests including Maths, Spatial Awareness and Psychometric tests before taking part in a group discussion exercise which is designed to test your ability to interact with other people. The final part of the day is an Interview with a Company Superintendent. You will be informed within three working days if you have been successful in your application.

Training

Training will be undertaken at one of the following Colleges:

WarsashSouth Tyneside FleetwoodGlasgow

Courses

The Courses undertaken will be either Foundation, HNC, or HND

Contact:10 Duke StLiverpoolL1 5ASTel: +44 (0)151 7095000 Fax: +44 (0)151 7028900Email: [email protected]

V.Ships

Formed in 1984, the company is the worldÊs largest provider of maritime services to the global shipping industry.

They have more than 1,000 vessels, 25,000 seafarers, a 1,300 strong cadet programme and offices in every corner of the world. V.Ships is the industryÊs largest ship manager.

To ensure the organisation goes from strength to strength, they invest in Cadets through their active Cadet Training programme. Hundreds of positions are available throughout the globe.

Training

V.Ships welcomes cadets from across the globe, the training ensures that highly motivated young men and women, not only have the skills required to operate a highly sophisticated vessel safely and effectively, but also have the confidence to reach their full potential.

The majority of the groupÊs managed vessels have two trainees onboard following the cadet training programme, forming part of the companyÊs safety management system. Their progress will be monitored by the V.ShipsÊ training department, via its network of training hubs, located in the principal Crew Recruitment and Placement Centres.


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From its beginnings in the early 90s, the success rate of the V.ShipsÊ cadet training programme is remarkable, with the majority of those original cadets now in senior positions within company.

For further information can be obtained from:[email protected] or visit: www.vgroup.com/www.vmanpower.com/www.vships.com

Carisbrooke Shipping

Carisbrooke Shipping began in the early 60Ês with barges and small coasters trading to the Isle of Wight. It has now grown to be one of the largest UK shipping companies.

The Fleet

Carisbrooke Shipping owns and manages over 60 modern dry cargo vessels ranging in size from 3,000 dwt to 20,000 dwt with an average age of three years. The vessels share a common open hatch box shape hold that allows them to carry a wide variety of cargoes on a worldwide trading pattern.

Cadet Recruitment

Cadets should be aged between 16-21 years. They should be of European nationality and permanent reside in of the United Kingdom.

The minimum requirements are 4 GCSEÊs including Mathematics, Physical Science and English. Applicants must pass a medical examination, a drug and alcohol abuse screening before starting.

Applications are welcome throughout the year, intakes are normally in September and January.

Colleges

Warsash Maritime AcadamyTraining courses: Engineering Foundation degree and HND. Deck Officer Foundation Degree and HND

Interview procedure

Candidates should complete a cadet application form from the website.

Contact:Carisbrooke Shipping Limited38 Medina RoadCowesIsle of WightPO31 7DA Tel: +44 (0)1983 284100Fax: +44 (0) 1983 284 199Telex: 86771 CASHIP GEmail: [email protected]: www.carisbrookeshipping.net

Princess Cruises

The company is one of the largest cruise lines in the world, operating a fleet of 17 technically advanced cruise ships sailing in some of the most exotic parts of the world.

CadetsTo become a Deck Officer (navigation) or an Engineer Officer, your three year academic study will take place at shore-based nautical colleges and work onboard. Current nautical colleges used by the Company include: Fleetwood Nautical College, City of Glasgow College, South Tyneside College and Warsash Maritime Academy.

RequirementsA pre-requisite of cadetship includes being able to pass the MCA approved ENG1 Medical examination. Applicants are typically a UK resident who has lived in the UK for at least 18 months or alternatively a member of a European Economic Area who has lived in the UK for at least 18 months.

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Entry to the Foundation Degree schemes requires a minimum of 120 UCAS points, with good grades in GCSE Maths, English and a Physical Science.

Entry on to the Higher National Diploma (HND) schemes requires high grade passes at GCSE or the Scottish Standard grade in English, Mathematics, Physics or Combined Science (Physics) and at least one other subject.

TrainingThe Cadetship Programme combines practical work experience onboard a new fleet of technically advanced cruise ships, while studying for a recognised HND or Foundation Degree qualification, leading to an Officer of the Watch Certificate of Competency.

The training programme lasts for three years at the end of which you should have a professional qualification.

Further information can be obtained from:James HalléAssistant Fleet Personnel Manager - Cadets Direct: +44(0)23 80655190Email: [email protected]

James Fisher and Sons Ltd

James Fisher is a leading service provider in all sectors of the marine industry and a specialist supplier of engineering services to the nuclear industry in the UK and abroad.

Fleet

Cadets can gain hands-on experience on board the coastal tanker fleet of owned and managed vessels. This fleetÊs usual trade pattern is around the UK/Irish coast and North West Europe.

Due to the various sizes of vessels within the fleet the minimum number of cadets training on each vessel can range from 1 (smallest vessels in fleet) to a maximum of 4/5 at any one time.

Cadets

The Company recruits Deck and Engineering cadets in September and January. Successful applicants will be required to pass an MCA ENG1 medical examination before commencing their studies.

Qualifications

To join applicants are required to have:

For HNC/D route - 5 GCSE/Standard Grade including Mathematics, English and Science plus two others

for Foundation Degree - applicants must have A/Higher level qualifications (minimum 120 UCAS points) and a GCSE/Standard Grade in Mathematics

have a degree.

Training

From day one cadets enter a phased training scheme, lasting approximately three years. They will attend a specialised marine college and obtain hands-on experience on board merchant ships within the James Fisher fleet. James Fisher cadets will work to a leave ratio on board of 3:1 while undertaking their sea phases.

Completing the college based studies and time at sea allows cadets to qualify for an Officer of the Watch Certificate of Competency. This certification is internationally recognised.

Further information can be obtained from:James Fisher and SonsFisher House, PO Box 4Barrow in FurnessCumbriaLA14 1HRTel: 01229 615400Fax: 01229 836761Website: www.james-fisher.co.uk


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Chiltern Maritime Ltd

Chiltern Maritime Limited is a privately owned and independent UK based training consultancy, specialising in recruiting, training and the administration of Officer Trainees for Merchant Navy Scholarship Schemes. Today the company assists in administrating over 100 Officer Trainees.

Entry requirements

If you are interested in completing a Deck (Navigation), Engineering or Electro Technical Cadetship, you must be at least 16 years old at the start of the course, your academic qualifications will determine the routes open to you.

HND in Marine Operations (Deck) or Marine Engineering Suitable for candidates who have or will expect to have 5 GCSEÊs or Scottish Standard Awards including Mathematics, English and a Dual Award Science.

Foundation Degree in Marine Operations, Marine Engineering or Marine Electrical/Electronic Engineering Suitable for candidates who possess the above criteria, but who also have or expect to attain a minimum of 120 UCAS points through A Levels or their equivalents, preferably in Mathematics or Physics.

Engineering Specialised Route (Fast Track) Applicants who have passed a BSc Marine Engineering/Electrical Engineering based degree, BEng or industry based apprenticeship and have a mature outlook on life, may be able to join the fast track system.

Nationality For sponsorship you must be an EEA state passport holder and be resident in the UK, as defined by the

governing regulations surrounding the provision of grants for training officer cadets for the British Merchant Navy.

Applying Candidates can apply for either the September or January intake throughout the year and if successful following the interview stage, will start training at one of the leading maritime colleges within the UK.

Irish Cadets

A number of Irish Cadets are recruited every year, this is done once Officer Trainees have started at the ÂNational Maritime College of IrelandÊ (NMCI) and are nearing their first sea phase.

Officer Trainees interested in being sponsored through Chiltern will attend an interview at NMCI and if successful will take up sponsorship with immediate effect.

Entry Requirements

Candidates must have the following qualifications:

Leaving Certificate with Grade D3 in five subjectÊs at Ordinary or Higher level including Mathematics and either English or Irish

secured a place and have commenced training at NMCI.

The interview procedure varies depending on the clients requirements but will include either a one to one interview or an interview panel.

What Ships

The types of ships you may be appointed to include:

Cruise Ships TankersBulk CarriersRo/Ro ShipsLight Buoy TendersCrude Carriers

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Training

The colleges used for cadet training ashore are:

Warsash Maritime AcademySouth Tyneside Maritime CentreCity of Glasgow CollegeFleetwood Nautical Campus

Further information can be obtained from:Chiltern maritime LtdForum 3, Solent Business ParkWhiteley, FarehamHampshire, PO15 7FHTel: 01489 611638Email: info@ Chilternmaritime.comWeb: www.chilternmaritime.com

Ship Safe Training Group Ltd

The company specialises in all areas of marine training, from one day courses to overseeing training leading all the way to certification as a Chief Engineer or Master.

Entrants

SSTGÊs principle aim is to offer a comprehensive marine training service to our member shipping companies while at the same time providing a valuable and impartial service to candidates who are considering a career at sea.

They currently recruit approximately 200 candidates each year for more than 30 companies, who between them operate a diverse range of vessels.

Candidates usually focus on cruise vessels and passenger ships as they are perhaps the most well known, but there are many alternatives.

The Recruitment Process

The recruitment process starts with an interview, with a member of the recruitment team. The interview aims to find out more about you as a candidate, discussing your

background and achievements to date, what motivates you and what you consider makes a successful candidate with an aptitude to succeed at sea.

Application is open to all, subject to the minimum requirements being met. These include meeting the academic entry requirements for the programme you wish to follow and the international medical standard.

The minimum age requirement is 16.

Training

Basic training is usually required to be undertaken by all seafarers before they step foot on board any vessel.

As an Officer Trainee you will follow an intensive training programme, alternating between college and sea. You may spend up to four months on one vessel before returning home for the next phase of training.

When a trainee joins the group they are appointed to a training officer who will keep a watch on the cadets progress. This support extends through the college period, study needs and providing personal assistance when required.

The training officer arranges appointments to ships and the documentation that is required. This support continues throughout the sea training period.

Ratings

A few opportunities exist for candidates to initially qualify as Deck or Engineer ratings. There has been a resurgence in this area recently and the number of opportunities are expected to increase slightly in the medium term.

Further information can be obtained from:Ship Safe Training Group Ltd The Precinct Office The PrecinctRochesterKentME1 1SRTel: 01634 820 820Fax: 01634 820 821E-mail: [email protected]


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Clyde Marine Training Ltd

Clyde Marine Training Ltd is part of The Clyde Group based in Glasgow. Founded in 1986, Clyde Marine Training has grown in to the largest maritime training provider in the UK recruiting approximately 50% of the annual Trainee Officer intake for the British Merchant Navy.

There are approximately 900 trainees in the system, undergoing training in colleges and universities in Shetland, Fraserburgh, Glasgow, South Tyneside, Fleetwood, Liverpool, Plymouth and Southampton. The trainees are managed by a dedicated team who are based in the Glasgow head office and the Southampton office.

Entry requirements

For entry into the HNC/D course you will require a minimum of 5 GCSE or Standard Grade including English, Mathematics and a Science based subject.

Applicants for the Foundation Degree and Scottish Professional Diploma routes require 120 UCAS points from 2 or more A Levels or Highers, including either Physics or Mathematics.

Equivalent qualifications may also be suitable, you should contact Clyde Marine if you feel this is the case.

All trainees will be required to be a national of a member state of the European Union and ordinarily a resident in the UK.

Sponsoring Company

If successful at interview, trainees are sent further information on each sponsoring company and asked to pick their top three companies from a list provided. The company will then endeavour to allocate each trainee with a suitable company using this information.

All Deck Trainees will study towards

A Certificate of Competency as a Deck Officer of the Watch (OOW)

HNC/D or Foundation Degree or Scottish Equivalent Professional Diploma in Nautical Science

completing their MNTB Training Record Book during allocated sea time.

All Engineer Trainees will study towards

A Certificate of Competency as an Engineer Officer of the Watch (EOOW)

HNC/D or Foundation Degree or Scottish Equivalent Professional Diploma or Postgraduate qualification in Marine Engineering

Completion of their MNTB Training Record Book during allocated sea time.

All ETO Trainees will study towards

A Certificate of Competency as Electro-technical Officer

a Foundation Degree or HND in Marine Electrical/Electronics

completion of their MNTB Training Record Book during allocated sea time

a GMDSS Radio Maintenance Certificate an Electronic Navigation Equipment Maintenance

Certificate.

Contact:Clyde Marine Training LtdKintyre House209 Govan RoadGlasgow, G51 1HJTel: 0141 427 6655Email: [email protected]: www.clydemarinetraining.com

Viking Training

Viking has provided training for over 20 years. It is the leading Cruise and Superyacht recruitment specialist providing qualified, experienced officers and staff for deck, technical and hotel/interior positions worldwide. As part of this a number of Cruise Lines offer a training programme for individuals to become Officers at sea.

Entry requirements

Viking will consider applicants that are due to complete or who have completed their ÂAÊ levels/Higher, examinations and who have attained the industry

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recognised level of 120 UCAS Points. Candidates that have attained this academic level are older, more mature and able to deal with the academic work and demanding environment on cruise vessels.

Acceptable qualifications are:

Two ÂAÊ levels/Highers, including Mathmatics or physics, a minimum of 5 CSEÊs or standard grade passes, including Maths, English and a Physics-based Science or an appropriate national Diploma or Scottish National Certificate.

For mature entry candidates who have recently passed an Engineering based degree (BSc or BEng) or industrial based apprenticeship, a Âfast trackÊ system is available.

Training

The courses undertaken are:

FD in Marine OperationsFD in Marine EngineeringFD in Electronic Engineering

The Colleges used are:

Warsash Maritime AcademySouth Tyneside Maritime CentreCity of Glasgow CollegeFleetwood Nautical College

Further information can be obtained from:Viking Recruitment Ltd.Aycliffe Business CentreArchcliffe RoadDover, Kent, CT17 9ELTel: +44 (0)1304 240881 Fax: +44 (0)1304 240882Email: [email protected]: www.vikingrecruitment.com

Scholarship Schemes

Scholarship schemes are another way to enter the Merchant Navy.

These organisations provide financial support for Cadets entering the Merchant Navy. The schemes operate

through a training company, this company will then appoint scholarship cadets to various ships for their training.

Trinity House

The Trinity House Merchant Navy Scholarship Scheme provides financial support for young people seeking careers as officers in the Merchant Navy.

Candidates must be between 16 and 18 years old with a minimum of five GCSEs, and must have passed the Department of TransportÊs medical examination. They must also be British and permanently reside in the British Isles.

Cadets go through a three or four year programme which is split between nautical college and time at sea in a variety of British-managed vessels. Cadets can train as either Deck or Engineer Officers or pursue a Marine Cadetship encompassing both disciplines.

Yeoman

The title Trinity Yeoman was introduced in 2002 for all former Trinity House cadets, once training through the Trinity House Merchant Navy Scholarship Scheme is completed.

Once the Officer of the Watch Certificate has been obtained, you can register as a Trinity Yeoman. You will receive a Certificate of Recognition from the Corporation of Trinity House and a Trinity Yeomen roundel - which can be worn on the right sleeve of your uniform jacket.

For enquiries into the Trinity House Merchant Navy Scholarship Scheme contact:c/o Chiltern Maritime LtdAycliffe Business CentreArchcliffe RoadDover, Kent, CT17 9ELTel: +44 (0)1304 212610Fax: +44 (0)1304 240882Email: [email protected]


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Maritime London

Maritime London is a non profitable promotional body for UK based companies which provide professional services to the international shipping industry. Funded by approximately 100 companies and organisations from a wide range of disciplines, Maritime London help to ensure that the UK remains a world beating location to base a maritime related business.

Maritime London’s Mission

To maintain and enhance the UKÊs position as the worldÊs premier maritime centre

promote all UK maritime interests, working with other bodies and organisations as necessary

encourage inward location of foreign maritime interests.

Maritime London organises trade missions and trade show pavilions, connects its members with an extensive network of government and company contacts, undertakes research and liaises with government and other industry representative bodies.

Maritime London Scholarships

The Maritime London Officer Cadet Scholarship (MLOCS) is a charity that provides funds to allow young people to undertake the three to four year training required to become a Merchant Navy deck or engineer officer.

MLOCS training is undertaken by Chiltern Maritime both on board a variety of commercial vessels and at colleges in Glasgow, South Shields and Warsash.

Further information can be obtained from:Maritime London Officer Cadet Scholarshipc/o Chiltern MaritimeTel: +44 (0)1304 212610

The Conway Merchant Navy Trust

The HMS Conway Merchant Navy Cadet School was founded in 1859. Its aim was to prepare young men for careers as Officers in the British Merchant Navy. The

Trust is a Registered Charity and is run with the co-operation of the UK Chamber of Shipping.

Requirements

The Conway Merchant Navy Trust may sponsor cadets for a Nautical or Marine Engineering honours degree while training to be a Deck or Engineer Officer in the Merchant Navy. Conway does not sponsor HND or Foundation Degree routes.

Today Conway concentrates its sponsorships on school leavers expecting good A level or Scottish Higher passes with a strong emphasis in Maths and the Sciences, and the potential for a Maritime or Marine Engineering Honours Degree. A minimum of 240 UCAS points is required for entry.

Conway Trainees start their training in September. Applications are accepted in the autumn of the preceding year from candidates who have or expect to gain the relevant entry qualifications.

Training

Conway currently sponsors trainees at Liverpool John MooreÊs University. Sponsorship covers all University and course fees, travel, uniform and a living allowance.

Training will take four years during which time you will serve as an Officer Trainee. Training programmes are made up of alternating periods of training at sea and study at University.

At Sea

Your seagoing training allows you to put into practice what you learn at college by understudying the officers on board. A programme of specific practical training tasks also forms part of your time on board ship.

At University

As well as theoretical studies you will use the latest computer controlled engine room, radar and navigation simulators, practical training in safety, survival and fire fighting. All schemes followed by Conway Trainees are approved by the Merchant Navy Training Board and the Maritime and Coastguard Agency.

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APPENDIX 3

Fleetwood Nautical CampusFleetwood Nautical campus is part of Blackpool and The Fylde College, one of the largest and most successful Further Education Colleges in the UK. The college has been designated as a National Beacon of Excellence and was recently re-accredited for the Charter Mark in recognition of the service it provides to all its learners.

Fleetwood campus offers an extensive range of merchant navy and offshore courses to UK and overseas students.

FacilitiesThe facilities include a five bridge Full Mission ship simulator, computer suites, electronic laboratories for GMDSS and electronic navigation instruments and chart rooms. There is modern Learning Resource Centre where students have access to computers, CD-ROMÊs and associated training resources which are available for study and research with professional help at hand from the experienced LRC staff.

There is also a Âstate-of-the-artÊ Environmental Survival Training tank which meets the challenges of every day emergencies, from helicopter escape simulators to emergency escape chutes. The ÂtankÊ has a wave generator and simulated rain, it can also be blacked out creating a realistic survival environment for seafarers to train.

Offsite at the marine lake boatwork, seamanship, kayaking and sailing are all available. Survival exercises using a Training Platform on the River Wyre are undertaken using both totally enclosed lifeboats and fast rescue craft. Fire Fighting Training takes place at the purpose built Fire Ground located at Burn Naze/Thornton, here all levels of fire fighting scenarios can be acted out. The College Radar Station overlooks the shipping channels into Fleetwood and Heysham, it is here that the second suite of electronic navigational aids are situated, and the campus VTS training facility where operators from around the world attend to complete the serious task of shipping traffic management.

Courses All maritime related officer training short courses,

including STCW approved short courses offshore industry related courses, including HUET,

BOSIET and OPITO related training simulation short courses STCW, ship to ship

transfer, ship handling and bespoke company arranged courses

Merchant Navy Cadetships (NC/HNC Route deck only)

Merchant Navy Deck Cadetship (Foundation Degree Route deck only with engineering available from September 2011)

Further information can be obtained from:The School of Maritime OperationsFleetwood Nautical CampusBroadwater, Fleetwood, Lancashire, FY7 8JZTel: 44 (0) 1253 779123Fax: 44 (0) 1253 773014email: [email protected]

South Tyneside College

Established over 150 years ago, it is the only college in the UK to gain ÂNational Nautical Centre of Excellence StatusÊ from the UK government, in recognition of the quality of its marine and nautical raining.

Cadet Entry

New entrants follow a cadet training scheme which normally lasts for three years and is paid for by a shipping company.

Cadets learn the theory and background knowledge they need to support their training from experienced maritime professionals. They will also practice what they learn


94

in the workshops, simulation centre and safety training centre.

Entry requirements

Entry to the HND scheme will require:4 GCSE/SCE(s) including Mathematics, Science and English Language.

Entry to the Foundation Degree scheme will require 160 UCAS points gained via „A‰ levels, Highers or a technical certificate/diploma.

Course structure

Schemes are available for deck, engine and electro technical certification. All follow a similar pattern the amount of time spent at South Tyneside College and at sea.

At the end of a successful training course the new officer will hold an HND or Foundation Degree and a Certificate of Competency.

Rating trainees

Deck and engine rating training programmes operate each year or on demand. These provide an entry level into the maritime industry from here candidates can progress onto the Rating to Officer Training programmes.

Catering Dept Training

The regulations for shipsÊ cooks are currently under review, but the courses offered at South Tyneside College meet the present legislation.

Further information can be obtained from:South Tyneside CollegeSt GeorgeÊs AvenueSouth ShieldsTyne and WearNE34 6ETUnited KingdomInformation Centre on:Tel: +44 (0)191 427 3500Fax: +44 (0)191 427 3918E-mail: [email protected]: www.stc.ac.uk

City of Glasgow College

Around 50% of the College activity is in the specialist subject area of Marine Engineering and Maritime Studies.

Courses

The School of Nautical Studies offers the full range of Trainee and Deck Officer Certificate programmes and enrols approximately one third of all UK Trainees.

The school offers mainstream UK and overseas cadet courses and monitors the new ÂScottish Professional Diploma in Marine OperationsÊ, introduced in the session of 2006-07 and now has full MNTB/MCA approval. The Diploma programme combines a fast-track HND in Nautical Science with Professional Development Awards aimed at developing management and business skills and workbased learning, typically attracting Higher and A-level entry students.

Qualification description

Professional Diploma. SCQF Level 9. Including HND in Nautical Science and PDA in Marine Operations.

Course overview

This course is designed for school leavers with a minimum of 120 UCAS Points and wish to become seagoing Deck Officers. It is structured into ÂphasesÊ or blocks of time spent at College and at sea. It incorporates both the SQA HND Nautical Science and the Professional Development Award in Marine Operations. All students are sponsored by Shipping Companies or Training Agencies, who provide the sea phases on ships that operate worldwide. Applications should be made via sponsoring companies, full details of which can be obtained from the Faculty of Maritime Studies.

The recent restructuring of the Faculty of Engineering allows the School of Marine Engineering to concentrate exclusively on the education and training provision of the merchant navy and marine related industries. The School of Marine Engineering responds to the shipping industryÊs needs for competent personnel by being proactive in training Engineer Ratings, Engineer Officer Cadets, and Senior Engineer Officers. The school also offers short specialist courses in marine related areas

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to further knowledge, competency and continuing professional development.

Courses within the School of Marine Engineering

HNC Marine Engineering CadetshipHND Marine Engineering CadetshipProfessional Diploma in Marine Engineering Cadetship

Qualification description

SCQF Level 8/9

Course overview

The aim of the course is to provide a higher qualification that is recognised by the marine industry and shore based employers. This is achieved by the addition of the PDA in Engineering Management and the higher level of mathematics studied. The award will give full exemptions to the MCA examination academic subjects. After achieving a First Class Certificate of Competency and gaining experience at this rank it is hoped that award holders will progress to senior management positions within the shipping industry. The award will offer easier articulation to university if so desired, often affording entry to the third year of a four year honours degree course.

Further information can be obtained from:City of Glasgow CollegeRiverside Campus21 Thistle StreetGlasgow G5 9XBTel: 0141 566 6222Email: [email protected]

Warsash Maritime Academy

Officer Cadet Training Programmes

Warsash Maritime Academy (WMA) offers a range of Officer Cadet training programmes for initial Deck, Engineer and Electro-Technical Officer qualification. Students can choose to follow either an HND or Foundation Degree route.

Training Facilities include:Full Mission Bridge Simulator Engineering Workshop

Engine Room SimulatorFully Equipped Fire School & Fire GroundLiquid Cargo Operations Simulator10-acre manned Model LakeMulti-purpose SimulatorPier Head with Lifeboats and Davits Radio Communications CentreSeamanship Centre

Further information from:Warsash Maritime AcademyNewtown RoadWarsashSouthamptonHampshireSO31 9ZL Tel: +44 (0)1489 576161 Fax: +44 (0)1489 573988 E-mail: [email protected]

Shetland School of Nautical Studies

Cadet Entry

The School welcomes direct applications for the Cadet programmes and will assist applicants to identify an employing or sponsoring organisation. Obtaining such employment or sponsorship is a prerequisite to being accepted on the programmes. Alternatively, cadets may be recruited by shipping companies/ship managers or other organisations, and placed on the programmes at the School.

The preferred entry level is for candidates to have Highers/ÂAÊ Levels or other higher qualifications in subjects including Mathematics, Science and English. Candidates who do not hold Highers/ÂAÊ Levels the minimum entry requirements are four Standard Grades/GCSEÊs including Mathematics, Physics or an equivalent science subject and English. Candidates with other qualifications and appropriate employment experience may also be considered.


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Training

The Cadet programme is based on SQA Higher National Certificate (HNC). These programmes must be approved by the Maritime and Coastguard Agency and the Merchant Navy Training Board, they are of approximately three years long comprising of periods at sea and college

Deck officer cadets will attain an NC Shipping and Maritime Operations:

An Introduction, HNC in Nautical Science and a DOOW Unlimited Certificate of Competency

Engineer officer cadets will attain an NC Shipping and Maritime Operations:

An Introduction; HNC in Marine Engineering, and a EOOW Unlimited Certificate of Competency

The opportunity exists to undertake an optional fourth year of training towards Higher National Diploma (HND), subject to sponsor support.

The HND includes some academic components of the Chief Mate/Master and Second/Chief Engineer certificates of competency as appropriate, although to attain these senior certificates further studies and exams are required after sea service as a junior officer.

Facilities

The school has comprehensive maritime education and training facilities including modern navigation, communications, engine room and cargo simulators, engineering workshops, seagoing training vessel, lecture theatre, classrooms and a library.

Further information can be obtained from:NAFC Marine CentrePort ArthurSCALLOWAYShetlandZE1 0UNTel: (01595) 772 000Fax: (01595) 772 001E-mail: [email protected]: www.nafc.ac.uk

UKSA

UKSA is a charity that aims to provide young people with the opportunity to benefit from personal development while participating in training that will help them gain employment in the marine sector.

Training at UKSA

UKSA is one of the largest residential maritime centres in Europe and attracts students from all over the world.

They aim to have the best boats and watersports equipment available in their fleet. Onshore there are dedicated training departments, workshops, lecture rooms and TRANSAS navigation simulator suite.

Mentoring, Industry Guidance and Employment

They help and support their graduates into employment and onto the first step of the career ladder. The industry guidance team works closely with recruitment agencies around the world and deals with 1500 job opportunities a year.

UKSA will help and advise students on their maritime CV and interview techniques so that when they are interviewed they will feel confident in their skills and abilities to get and do the job.

Courses at UKSA

Yachting Cadetship: training for superyacht captains Foundation Degree (optional) Crew Training: training for superyacht crew Ocean Graduate: training for employment on yachts

over 24 m Commercial Yachtmaster: training for employment

on yachts under 24 m. Marine Hospitality: training for employment as

interior yacht staff

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Professional Yacht Engineer: training for employment as a yacht engineer

Watersports Internship

Contact:UKSAArctic RoadWest Cowes, Isle of Wight, PO31 7PQTel: +44 (0)1983 203034 Email: [email protected]

Lews Castle College

Pre Sea Cadet Course

The purpose of this training programme is to prepare young people for a career as an Officer at sea by providing them with the necessary basic skills and qualifications required by ship operators in the UK.

The shipping Industry minimum requirements for entry are five GCSE or Standard Grade passes, including English, Mathematics and either Physics or Dual Award Science. Deck Officer Trainees may substitute Physics or Dual Award Science with Chemistry.

Course Duration

Full-time 1 Year. September - June annually.

Training

Being a full time course, students are time tabled to study Âcore basedÊ subjects. These include Mathematics, Communications and Information Technology to Intermediate 2 level. Physics is also taught to Intermediate 1 Level. The vast majority of Maritime related subjects that are additionally delivered are to Intermediate 2 level. They are:

Engineering Chartwork Safety and Survival at Sea First Aid at sea

Basic Meteorology International Regulations for Preventing Collisions

at Sea International Buoyage System Seamanship and Boat Handling International Code of Signals Search and Rescue Basic Watch-keeping Procedure Deck Equipment and Fittings Ropes, Wires and Chains Coastal Navigation Personal Survival Techniques, Personal Safety &

Social Responsibilities and Basic First Aid to STCW 95 Standards.

College Training Boat The 20 foot (6.1 metre) motor training vessel is used for training groups in Seamanship skills. It is fully fitted with modern navigational aids.

RYA Courses The college is approved to run the following shore based courses:

Day Skipper Theory Coastal Skipper Theory Basic Navigation and Safety Marine Radio Short Range Certificate Radar.

Marine Vessel Support Deck

This qualification is aimed primarily at new entrants to the Merchant Navy who wish to become ABs. It also provides existing deck ratings with an opportunity to obtain a qualification.

Further information can be obtained from:Catherine DonaldAdmissionsLews Castle College UHICastle GroundsStornowayIsle of LewisHS2 0XRTel: +44 (0)1851 770202Fax: +44 (0)1851 770001Email: [email protected]


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Red Ensign Maritime Training

Red Ensign Maritime Training is a private training organisation delivering MCA and STCW 95 approved training courses for all sectors within the shipping industry.

Rating Entry Training

This is a stand alone five day course module that is a requirement for employment in the Merchant Navy. The course covers the following:

Personal survival techniques fire fighting and fire prevention elementary first aid personal safety and social responsibility.

The course is delivered through a mixture of theory and practical exercises.

Further information can be obtained from:Red Ensign Maritime Training105 Medina VillageBridge RoadCowesIsle of WightPO31 7LPTel: 01983 294088Website: www.r edensigntraining.com

Banff and Buchan College

Deck Cadets

Applicants to the College will be guided to companies that sponsor cadetships.

This new course has been developed in conjunction with four Aberdeen-based emergency response and rescue vessel companies Ocean Mainport Rescue, North Star Shipping, Vroon Offshore Services and Nomis Shipping.

Requirements

Deck Officers must be interested in technology, have a mathematical ability and good communication skills. Entry to this training programme requires Standard Grades in Mathematics, Physics or Chemistry and English, plus two other subjects and an appropriate Scottish National Certificate. You will also need to be in sponsored employment with a shipping company, who will pay you while you train.

Courses

NC Marine EngineeringThis course will equip you with the knowledge and skills for a career in marine engineering.

The course covers the following areas: diesel engines, welding, pneumatics, hydraulics, health and safety, communications, numeracy, problem solving, design and make project.

Deck RatingsThis course aims to provide students with practical seamanship skills leading towards Efficient Deck Hand Certification.

The course covers the content of the Marine Vessel Support Level 2 Vocational Qualification. Subject areas include: personal survival techniques, elementary first aid, practical small boat work, radio operations, practical seamanship.

For further information contact:The Admissions Team,Banff and Buchan College,Henderson Road,Fraserburgh,AB43 9GA.Tel: 01346 586100Email: info@ banff-buchan.ac.uk

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APPENDIX 4

The Honourable Company ofMaster Mariners

The Honourable Company of Master Mariners is a City of London Livery Company with membership open to British and Commonwealth Master Mariners from the Merchant and Royal Navies. Their headquarters ship (HQS) WELLINGTON, is moored on the Embankment in London.

The three main interests of the Company are:

Professional standards education and training charitable giving.

Apprenticeship Scheme

The Honourable Company of Master Mariners offers encouragement and support to all those entering the nautical profession as Deck Officers. The best way to take advantage of this, is through the Honourable CompanyÊs Apprenticeship Scheme.

As an Apprentice you will have a Master Mariner as a mentor or guide from entry to qualification and certification as a Master Mariner in your own right. Through your Honourable Company „Master‰ you will have access to the expertise and experience of other members and staff.

Complementing Certificate of Competency Schemes

The Honourable Company scheme is additional to normal Merchant Navy cadetship or other training schemes which lead to and certificates of competency.

Completion, Achievement: Freedom of the City of London

On obtaining a Class 1 Deck Officer (Master Mariner) Certificate you complete your indenture and will be eligible for full membership of the Honourable Company and Freedom of the City of London.

Contact:The ClerkThe Honourable Company of Master MarinersHQS WELLINGTONTemple StairsVictoria EmbankmentLondon WC2R 2PN Tel: 020 7836 8179Fax: 020 7240 3082e-mail: [email protected]

The Merchant Navy Association

The MNA was founded by two World War II veterans in 1989 and has attained considerable recognition for the continued achievements of the Merchant Navy, past and present, in a comparatively short time. Many MNA Branches have been established throughout the UK, with many members living in Australia, Canada, New Zealand, Malta and Singapore. The MNA has grown into a formidable and respected organisation designed by seafarers to represent their interests, promote their needs and raise awareness of the opportunities in the years ahead.


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Aims

At the core of the MNAÊs ethos is the recognition of Merchant Navy Veterans and the critical and strategic role of the Merchant Navy in times of war and conflict. It is also to encourage a pride in our national maritime heritage together with promoting opportunities for future generations to heed the „call of the sea‰ and develop public awareness in future events.

Membership

The „MISSION‰ of the Association is to bring all serving and retired Seafarers together in a spirit of companionship, consideration and commitment towards a united lobby for the ÂCommunity of the SeaÊ.

Further information can be obtained from: National SecretaryTim Brant FEI 9 Saxon WayCaistor, Market Rasen, LN7 6SG Tel: 01472 [email protected] Website: www.mna.org.uk

The Federation of Merchant Mariners

The Federation of Merchant Mariners saw an opportunity in 2004 when the 60th Anniversary celebrations of WW11 were being arranged to launch a national representative organisation.

The objective was and is to gain recognition for the role of the Merchant Navy in the defence and development of our Nation.

Having played a leading part in a successful campaign to persuade H M Government to issue the very first Civilian

Veterans Award the United Kingdom Merchant Seafarers Veterans Badge, the Federation has been authorised by the Ministry of Defence to deal with the applications for and distribution of the coveted Award.

The Federation is not simply a veteranÊs organisation, they are equally committed to those presently serving and ensuring that the maritime traditions are handed on to future seafarers.

Further information can be obtained from: The Federation of Merchant Mariners 16 Glebe RoadBrampton Huntingdon Cambridgeshire PE28 4PHTel: 01480412958 Email: [email protected]

Nautilus

Regardless of the ship a trainee or officer is serving on or the nationality of the registry, Nautilus is there to offer assistance where and when required. Membership from the outset of any career at sea is strongly recommended.

Nautilus is the trade union and professional organisation for approximately 24,000 maritime professionals, including ship masters, officers, officer trainees and shipping industry personnel, such as ship pilots, inland navigation workers, vessel traffic services operators, harbourmasters, seafarers in the oil and gas industry and shore-based staff. Increasingly more ratings are being accepted into the union.

Benefits

Pay and conditionsNautilus International negotiates on its membersÊ behalf with an increasing number of British, Dutch and other foreign flag employers, on issues including pay, conditions, leave, hours and pensions. The Union also takes part in top-level international meetings on the pay and conditions for seafarers in the world fleets.

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Legal servicesWith the maritime profession under increasing risk of criminalisation, Nautilus International provides specialist support, including a worldwide network of lawyers who can provide free and immediate advice to full members on employment-related matters. Members and their families also have access to free initial advice on a wide range of legal issues, as well as access to a free legal helpline.

Certificate protectionFull members have free financial protection, worth up to £105,000, against loss of income if their certificate of competency is cancelled, suspended or downgraded following a formal inquiry. Full members are also entitled to representation during accident investigations or inquiries.

CompensationNautilus InternationalÊs legal department recovers more than £1m every year in compensation for members who have suffered work-related illness or injuries.

Workplace supportNautilus International officials provide expert advice on work-related problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions.

Safety and welfareNautilus International plays a vital role in national and international discussions on key issues including hours of work, crewing levels, shipboard conditions, vessel design, technical and training standards.

The Nautilus Welfare Funds charity operates a welfare complex in Wallasey, England, providing homes and care for retired seafarers and also administers welfare pensions and grants to seafarers in need.

Nautilus International has a major say in the running of the Merchant Navy OfficersÊ Pension Fund and the Pension Plan. It also launched The Maritime Stakeholder Plan to meet the needs of seafarers and others working in the shipping industry, at sea and ashore, who are unable to participate in the MNOPF or MNOPP. (See Chapter⁄⁄. Financial Matters)

SavingsNautilus has access to a range of services and support. These include specially-negotiated rates on a variety of commercial services ranging from tax advice to credit cards, and household, motoring, travel and specialist insurance.

In touchOfficials regularly visit members onboard ships and further support and advice is available at regular ÂsurgeriesÊ and college visits throughout the UK and The Netherlands.

Contact:Nautilus InternationalOceanair House750-760 High RoadLeytonstoneLondon E11 3BBTel: +44 (0)20 8989 6677 Fax: +44 (0)20 8530 1015Email: [email protected]


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APPENDIX 5

The International Maritime Organisation

The International Maritime Organization (IMO) is the specialised agency of the United Nations with responsibility for the safety and security of shipping and the prevention of marine pollution by ships. Member Governments use the IMO to draw up internationally agreed standards that can be applied to all ships. IMOÊs objectives are summed up in its mission statement:

„Safe secure and efficient shipping on clean oceans‰.

The purposes of the Organization, as summarised by Article 1(a) of its founding Convention, are:

„to provide machinery for cooperation among Governments in the field of governmental regulation and practices relating to technical matters of all kinds affecting shipping engaged in international trade; to encourage and facilitate the general adoption of the highest practicable standards in matters concerning maritime safety, efficiency of navigation and prevention and control of marine pollution from ships‰.

The Organization is also empowered to deal with administrative and legal matters related to these purposes.

The need for an international agency for shipping stems from the fact that shipping is perhaps the most international of all the worldÊs global industries. The ownership and management chain surrounding any particular vessel can embrace many different countries, it is not unusual to find that the owners, operators, shippers, charterers, insurers and classification society, not to mention the officers and crew, are all of different nationalities and that none of these are from the country whose flag flies at the shipÊs stern. Unusually, shippingÊs prime physical assets the ships themselves move between countries and between different jurisdictions,

hence the need for universal standards that can be applied to and recognised by all.

There is a logic in favour of having a framework of international standards to regulate shipping. Clearly there has to be a common approach, so ships can ply their trade around the world and countries receiving foreign ships can be confident that, in accepting them, they do not place their safety, security or environmental integrity at risk.

Conventions

A large part of the IMOÊs work is developing international treaties or Conventions in which internationally agreed standards are formally enshrined.

The main IMO Conventions fall into four categories safety and security, protection of the marine environment, minimising the immediate negative effect of accidents and dealing with the aftermath of casualties.

Prime among those dealing with safety and security is the Safety of Life at Sea Convention (SOLAS) considered to be the most important of all international treaties concerning the safety of merchant ships.

Others include the Convention on Standards of Training, Certification and Watchkeeping for Seafarers, Load lines Convention, Collision Regulations or COLREGS, as well as the SUA Conventions, which are aimed at ensuring that appropriate action is taken against anyone committing unlawful acts against ships such as seizing ships by force, acts of violence against persons on board and placing devices on board a ship which are likely to destroy or damage it.

The International Convention for the Prevention of Pollution from Ships, or MARPOL, has six annexes, deals with oil pollution, pollution by chemicals carried in bulk, harmful substances in packaged form, sewage, garbage and air pollution.

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Others include Conventions on dumping waste at sea, the rights of coastal states to intervene if their coastline is under threat from pollution following a maritime casualty, use of certain toxic substances in shipsÊ anti-fouling paint and on ballast water management to control the spread of alien micro-organisms in shipsÊ ballast water.

Despite this accidents occur, for this reason another series of Conventions have been developed that are designed to ensure a proper response to minimise the negative repercussions.

The most important consideration in this regard is protecting human life, the International Convention on Maritime Search and Rescue (SAR Convention) has an international SAR plan to ensure that rescue operations will be co-ordinated by a proper search and rescue organisation and, when necessary, by co-operation between neighbouring SAR organisations.

Other measures in this category include the OPRC Convention (Oil Pollution Preparedness, Response and Co-operation) which establishes measures for dealing with pollution incidents, either nationally or in co-operation with other countries, the related protocol in dealing with hazardous and noxious substances and the Wreck Removal Convention, adopted in Kenya last year, this provides the legal basis for States to remove, or have removed, shipwrecks that may adversely affect the safety of lives, goods and property at sea, as well as the marine environment.

The aftermath of casualties must be addressed, for this IMO has developed a series of Conventions to cover questions of liability and establish compensation regimes for victims of pollution incidents and accidents.

These include the International Convention on Civil Liability for Oil Pollution Damage (CLC), International Fund for Compensation for Oil Pollution Damage (IOPC), Athens Convention relating to the Carriage of Passengers and their Luggage by Sea and its 2002 Protocol, the International Convention on Civil Liability for Bunker Oil Pollution Damage and the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and

Noxious Substances (HNS Convention). All these Conventions are kept up to date, with limits of liability increased where appropriate to match changing demands and expectations.

The Chamber of Shipping

The Chamber of Shipping is the Âtrade associationÊ for the UK shipping industry. The Chamber works with Government, Parliament, international organisations, unions and the general public on behalf of the sectors that make up the shipping industry, ensuring that the UK continues to be a global centre for shipping business, with world-class standards and an internationally competitive and consistent fiscal and policy environment.

Membership

The Chamber offers benefits to all shipping and maritime-related companies, whether the vessels are owned by Chamber members who are British or British flagged. This means they are foreign owned and registered under the British flag, the red ensign.

Training

The Chamber and its predecessors have played a major role in the Merchant Navy Training Board (MNTB). The MNTB is funded by the Chamber and new entrant seafarer training companies.

It is the shipping industryÊs central body for promoting and developing seafarer education, training and skills, helping to provide education and training frameworks that will develop high quality British seafarers who are respected worldwide for their professionalism and skills.

Encouraging of young people to follow a career in the shipping industry remains a key role of the Chamber today. The Chamber also provides the secretariat for


104

Sea Vision UK which is a nationwide campaign to raise awareness of the sea and maritime activities among young people.

For further information contact:The Chamber of Shipping Carthusian Court 12 Carthusian Street London EC1M 6EZ Tel: +44 (0) 20 7417 2800 Fax: +44 (0) 20 7600 1534 E-mail: [email protected] Webite: www.british-shipping.org www.careersatsea.orgwww.seavisionuk.org

MNTB

The MNTB is the authoritative centre of expertise and information on careers, qualifications, education, training, skill needs and issues in the industry.

The MNTB works closely with shipping and ship management companies, nautical educational establishments and organisations, seafarer trade unions, the Maritime and Coastguard Agency and all industry organisations with an interest in seafarer education and training.

The MNTB provides a link to government departments and bodies involved with the shipping industry as well as those involved with the UK skills agenda, education and training development. This includes the Department for Transport (DfT), the Department for Business, Innovation and Skills (DBIS), the UK Commission for Employment and Skills (UKCES) and UK education regulatory authorities and bodies. The MNTB works closely with the Maritime Skills Alliance to achieve joint aims with partner organisations in the maritime sector.

The MNTB is a voluntary body and part of the Chamber of Shipping. The MNTB is fully funded by the Chamber of Shipping. The work of the MNTB is overseen by a board made up of representatives of shipping companies,

seafarer unions, maritime educational establishments and interests, the Maritime and Coastguard Agency (MCA). The Department for Transport and the Maritime Skills Alliance are also represented on the Board.

Education and Training

The MNTB has responsibility for setting and approving the education and training frameworks for new entrants into the Merchant Navy. Current frameworks cover:

Foundation Degree (FD), incorporating the Scottish Professional Diploma (SPD)

Higher National Certificate (HNC) and Higher National Diploma (HND)

Each framework has been designed to meet international regulations that are laid down by the International Maritime Organization (IMO) in the Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).

An important and mandatory part of initial seafarer programme is the sea time component. MNTB Training Record Books (TRB) have been developed so that sea time can be appropriately structured and organised.

Companies

There are over 100 shipping companies involved in training. Some directly recruit cadets and ratings, others recruit through specialist training companies. In addition there are Scholarship organisations through which entry can also be achieved.

For further information contact:Merchant Navy Training Board12 Carthusian StreetLONDON EC1M 6EZTel: 020 74172800 Careers Co-ordinator tel: 020 7417 2825Website: www.mntb.org.uk

The Maritime Skills Alliance (MSA)

The MSA was established in January 2004 and its founder members represented the Fish Catching, Ports and Shipping sectors. It followed the publication of an

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independent SSDA funded study, which established there was a unique Maritime Footprint that would not be covered, by either Licensed SSCÊs or those in development. Since its establishment the following organisations have become members of the MSA:

The British Marine Federation in conjunction with the Royal Yachting Association

the Maritime and Coastguard Agency reflecting its interests as the UK Maritime Regulator and as an employer of people requiring maritime skills and knowledge

the Royal Navy the British Tug-Owners Association the Association of International Maritime Institutions

joined as an employer of staff using maritime skills and knowledge

the National Workboats Association the Company of Watermen and Lightermen and The

Passenger Boat Association.

In addition a useful working relationship has been established with the RNLI.

The continued growth in membership confirms the MSAÊs position as the focal point for skills, standards and qualifications relevant to maritime related activities. It is recognised as the Maritime Sector Body and Standard Setting Body (SSB) by the appropriate Government Agencies across the UK

Further information from:1 Hillside Beckingham Kent LN5 0RQ United Kingdom Telephone: 01636 629115 Website(s): www.maritimeskills.orgChairman: Captain Nigel Palmer, OBE

International Transport Federation (ITF)

The ITFÊs role is to support its member trade unions and find ways of defending the interests of transport workers in the global economy.

The ITF today represents the interests of seafarers worldwide and works to improve conditions for seafarers of all nationalities ensuring there is adequate regulation of the shipping industry to protect the interests and rights of the workers. The ITF helps crews regardless of their nationality or flag of their ship.

The International Federation of Shipmasters’ Associations (IFSMA)

IFSMA was formed in 1974 by Eight European ShipmastersÊ Associations to unite the WorldÊs serving Shipmasters into a single professional co-ordinated body. It is a non-profit making apolitical organisation dedicated solely to the interests of the serving Shipmaster. The Federation is formed of nearly 11,000 Shipmasters from sixty Countries either through their National Associations or as Individual Members.

Established to uphold International Standards of Professional Competence for Seafarers, IFSMA is a Federation with a policy to ensure Safe Operational Practices, Preservation from Human Injury, Protection of the Marine Environment and Safety of Life and Property at Sea.


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With its Headquarters in London, IFSMAÊs Secretariat is located close to the International Maritime Organization (IMO). In 1975, IFSMA was granted Consultative Status as a non-governmental organisation at IMO which enables the Federation to represent the views and protect the interests of the serving Shipmasters unfettered and unfiltered by others. To enable IFSMA to function effectively at IMO, it is represented by the Secretary General and a team of active or former Shipmasters who attend the four main Committees, namely the Maritime Safety Committee; Maritime Environmental Protection Committee; The Legal Committee and the Facilitation Committee. This team is also active in the nine Sub-Committees of IMO, their working and drafting groups as well as attending the Council Meetings and the Assemblies.

IFSMA also participates in the deliberations at the International Labour Organization (ILO) where recent work involved the merger of all previous conventions and recommendations regarding seafarers into a single International Maritime Labour Convention.

IFSMA is also asked by various bodies all over the world to participate in seminars, conferences and producing training and educational courses.

Furthermore IFSMA is conscious of the needs for Shipmasters in the future and has joined with the Nautical Institute, Trinity House and the Honourable Company of Master Mariners in organising periodic Command Seminars. These Seminars are arranged every two years and visit a number of maritime centres around the world to seek the views of both mariners and the industry on how Shipmasters should be prepared to meet the needs of the 21st century.

Membership

IFSMA defines Shipmasters as those who are in possession of an Internationally recognised Certificate of Competency, issued by the Government of an established Maritime Nation who are serving or have previously served, in Command of Seagoing Ships whether or not engaged upon International or Domestic Trade.

Once a man has risen to the rank of Shipmaster he is entitled to belong to IFSMA and there is no requirement in our Statutes for the periodic revalidation of his Certificate of Competency. But if he were to lose his

licence due to negligence, incompetence, or misconduct then he would no longer qualify for membership of the Federation. Trade Unions, National Associations, Professional Institutes and Learned Societies are all (when representing Shipmasters) equally welcome as Organizations in affiliation with IFSMA and there is no distinction made between them.

ContactInternational Federation of ShipmastersÊ Associations202 Lambeth RoadLondon SE1 7JYUnited KingdomTel: 0207 261 0450Email: [email protected]

This has been lifted directly from the IFSMA web site

The National Union of Rail, Maritime and Transport Workers (RMT)

The National Union of Rail, Maritime and Transport Workers is BritainÊs fastest growing trade union, representing more than 80,000 members in almost every sector of the transport industry, from mainline and underground rail to shipping and offshore, buses and road freight.

Benefits

As well as workplace representation, RMT members enjoy a range of benefits, including:

Accident benefit Death grant Orphan benefit Retirement benefit Permanent downgrading or demotion benefit.

Further information from:Unity House39 Chalton StreetLondon NW1 1JDTel: 020 7387 4771Email: [email protected] Web: www.rmt.org.uk

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The Maritime Coastguard Agency

The Maritime and Coastguard Agency is the government agency which is responsible for working to prevent the loss of life at sea. It:

Implements British and international maritime law and safety policy

coordinates search and rescue (SAR) at sea through Her MajestyÊs Coastguard (HMCG)

ensures that ships meet international and UK safety standards

monitors and prevents coastal water pollution tests and issues Merchant Navy Certificates of

Competency (licenses) for shipsÊ officers and crew to standards of certification, training and watchkeeping (STCW) requirements.

The MCA is important to the merchant navy as it sets the medical and eyesight standards that apply to seafarers working on UK registered vessels. It is also responsible for the medical certification of seafarers, through a network of MCA approved medical practioners who undertake the medical examination and issue the seafarer medical certificates (ENG1). It is also responsible for the survey of those merchant navy vessels under its flag.

Certification Service

The MCA provides a certification service so seafarers can continue their careers at sea. They are responsible for ensuring the quality and security of the certificates they issue. In most cases, they aim to:

Assess your eligibility to sit an exam within 28 days of application

arrange an oral exam for you at a mutually convenient date and location

issue Certificates of Competency (COC) within 14 days of application

issue your revalidated Certificate of Competency within 14 days of application

assess your Certificate of Equivalent Competency (CEC) application and issue the Confirmation of Receipt of Application (CRA) within 14 days.

Discharge Books & British Seaman’s Cards

The Agency is responsible for issuing Discharge BookÊs and the British SeamanÊs Card

Surveying and Auditing

The Agency is also responsible for surveying and auditing UK registered ships. Through their survey and audit services to UK registered ships, they ensure there are consistently high standards of safety on ships, minimise the possibility of marine pollution. They issue, renew or revalidate the certificates required to meet the international conventions or domestic requirements.

Registration

The agency is responsible for the registration of ships under the UK flag ensuring that the UK Register maintains its reputation as a quality flag of choice.

Pollution

The MCA is responsible for responding to pollution from shipping and offshore installations and are regularly called upon to respond to a wide range of maritime incidents.

For further information contact:Maritime and Coastguard AgencySpring Place105 Commercial RoadSouthamptonHantsSO15 1EGTel: 02380 329100


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APPENDIX 6

Lifeboat

The Royal National Lifeboat Institution is the charity that saves lives at sea. It provides, a 24-hour lifeboat search and rescue service up to 100 nautical miles from the coast of the United Kingdom and Republic of Ireland. It also provides a seasonal lifeguard service on beaches in England and Wales. The RNLI is independent from the Government and relies on voluntary contributions and legacies for its income.

The volunteer ethos

The RNLI is largely a volunteer organisation. Many thousands of people give their time, skill and commitment so the RNLI can save lives at sea. Because of the willingness of RNLI volunteers a high proportion of the RNLIÊs money can be spent on first class lifeboats and equipment.

There are more than 4,500 lifeboat crew members in the UK and RoI, they are mainly volunteers from all walks of life within the local community.

Lifeguards

The RNLI currently employs over 800 seasonal lifeguards, an increasing number are volunteers. Preventing accidents before they happen is 90% of a lifeguardÊs job.

Flood rescue

The RNLIÊs Flood Rescue Team (FRT) is a group of specially trained volunteers ready to travel anywhere in the world to assist in flood relief work.

Training

Today, fewer than 10% of crew members have a professional maritime occupation. The skills they need range from navigation to search and rescue, from being able to repair a lifeboat engine at sea to resuscitating someone who has stopped breathing. Each of these skills can save the life of someone in trouble at sea. In 2002, the RNLI introduced competence-based training, providing crew members with externally accredited courses and qualifications. This approach was recognised in 2003 when the RNLI received a National Training Award.

The Marine Society

Throughout the distinguished history of The Marine Society there have been mergers and acquisitions, which have improved the core activity of the charity. In 1976 the Seafarers Education Service merged with The Marine Society. The sea cadets recently came aboard. This new charity is known as The Marine Society and Sea Cadets.

Broad remit

The Marine SocietyÊs remit extends beyond promoting the sea as a worthwhile career for young people. Its four main delivery channels for professional seafarers are education/professional development, financial support, book/media services, and advice and guidance.

Today

The Marine Society has encouraged, enabled and educated generations of seafarers from all the sea services. Its provision is made available to all who go to sea as professional mariners, irrespective of sea service, rank or rate, it caters for every level of learning, covering all ages, abilities and aspirations.

It works with a range of mainstream education and training providers to deliver seafarer focused opportunities for personal and professional development.

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Financial support for the personal and professional development of seafarers is provided through a range of scholarship schemes for both officers and ratings.

For further information contact:The Marine Society202 Lambeth RoadLondon SE1 [email protected]: 020 7654 7050

The Mission to Seafarer

The Mission to Seafarers is an international welfare organisation which seeks to serve seafarers of all ranks and nationalities in approximately 230 ports around the world. Seafarers are welcomed, can rest and relax, as well as have the opportunity to seek help and assistance from a port chaplain or welfare officer.

Today, the organisation provides seafarersÊ centres, port chaplains and ship visitors in some of the major ports around the world and aims to meet a vast array of needs. Its presence is spread across the world and extends to emergency assistance, family liaison, support and counselling to victims of shipwreck and piracy.

For further information contact:The Mission to Seafarers St Michael Paternoster Royal College Hill LONDONEC4R 2RL Tel: +44 (0) 207 248 5202 Fax: +44 (0) 207 248 4761 www.missiontoseafarers.org

Seafarers Hospital Society

The SeamenÊs Hospital Society is a maritime charity that supports the welfare of seafarers, with a particular focus on health related needs and advice services.

The Society aims to assist working and former merchant seafarers, fishermen and their dependants, by providing or supporting:

Grants to individuals in need grants to other institutions which assist seafarers the SeafarersÊ Advice & Information Line (formerly

the SeafarersÊ Benefits Advice Line), a national telephone advice line for seafarers

the Dreadnought Medical Service at GuyÊs and St ThomasÊ NHS Foundation Trust.

Help is provided for all sorts of requests, including:

Medical items wheelchairs, riser recliner chairs, stair lifts, installation of disabled access

travel and accommodation costs when attending the Dreadnought Medical Service

household items cookers, washing machines, beds, decorating costs

holidays convalescent and respite breaks clothing priority bills funeral expenses.

In order to qualify for help, you must be a working or former merchant seafarer, fisherman or a dependant.

For further information contact:General SecretarySeamenÊs Hospital Society29 King William WalkGreenwichSE10 9HXTelephone: 020 8858 3696Fax: 020 8293 9630 [email protected]


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The Dreadnaught Medical Facility

This service is organised by Guys and St ThomasÊ Hospitals, offering priority medical and dental treatment to eligible seamen.

Eligible seafarers are:

Active seafarers, resident in the UK including pilots and those serving as Pilots

dependants of seafarers may also be eligible, if the illness of the relative is likely to cause grave concern to the seafarer

retired seafarers may be eligible shipping company shore staff who are essential to

fleet operations.

Treatment

The treatment offered is for a full range of medical conditions and is aimed at providing treatment in a shorter timescale than the seafarers local NHS hospital.

For further information contact:Dreadnought Medical Service AdministratorDreadnought Medical ServiceSt ThomasÊ HospitalLondon SE1 7EHTel: 020 7188 205

The Royal Merchant Navy School Foundation

This childrenÊs educational charitable foundation provides educational support to orphans and needy children of Merchant Navy personnel.

The conditions required to be considered for support are:

A need must be demonstrated one of the applicants parents must have served in

the Merchant Navy, this parent must have either died while on duty or have left the sea through illness. In this case the applicant must have been born before the parent left the sea, or the applicant must be unable to provide fully for their education, maintenance and upbringing.

Financial assistance may be available for the following areas:

School/university fees educational ÂextrasÊ school uniform costs some travel between home and school educational equipment educational visits educational books some university expenses.

Careers at Sea

Priority is given to applicants who wish to pursue a career at sea, Bearswood College is their preferred school for secondary education.

Seafarers UKSeafarers UK is the new name for King GeorgeÊs Fund for Sailors. In the summer of 2005 the Fund decided to adopt a new identity. They wanted to make it clear to everyone that they work for all seafarers throughout the country. For public work the have therefore adopted the name Seafarers UK.

The First World War took a terrible toll on merchant ships and warships: in one fortnight in 1917 many thousands of sailors and over 400,000 tons of shipping were lost. Many of those men had a family to support, and towards the end of the war many small charitable organisations were set up to support the injured and bereaved.

In the City of London, ship-owners and officers realised that what was most needed was an umbrella organisation that could take a realistic overview of the need and direct resources to where they were needed. They set up a Fund for that purpose and His Majesty George V took an immediate interest, giving both his name and an establishing donation of £5000 to the new organisation.

During subsequent conflicts, and in the intervening years of peace, King GeorgeÊs Fund continued to provide both immediate and long-term support to the casualties of war, and to others who have paid a high price for a life at sea.

wikipedia.org

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Seafarers UK is an umbrella charity that gives grants to other charities. If a charity helps seafarers or ex-seafarers then that organisation may qualify for a grant from Seafarers UK. Seafarer means someone who is, or once was, in the Royal Navy, Merchant Navy or fishing fleets. Grants are also given to charities that help seafarersÊ families, including widows and children.

www.seafarers-uk.org

Over the past 10 years, £26 million has been granted to help those in need of support.

wikipedia.org

The Merchant Navy Welfare Board

History

The Merchant Navy Welfare Board was established in 1948, although its predecessors date back to 1927. In summary its primary objectives are to:

Promote the highest quality of welfare services for merchant seafarers and their dependants

ensure that all real welfare needs are met ensure resources are deployed effectively facilitate the work of Constituent Members by

providing support services encourage cooperation between Constituent

Members provide grants to support the work of Constituent

Members maintain Port Welfare Committees to coordinate and

promote welfare activities locally lobby Government and other authorities to maximise

support for seafarersÊ welfare.

Membership

Today the Board has around 40 members subscribing to its Constitution. There are also 15 Port Welfare Committees (PWCs) within the UK and another in

Gibraltar. The PWCs provide networking as well as disseminating information and discussing local issues such as projects and grant funding. Membership is open to all organisations concerned with the welfare of seafarers.

The Board is now governed by a Council consisting in equal numbers of representatives from ship owners, maritime trade unions, maritime charities and those with expertise who can contribute to the BoardÊs work.

The Board works closely with, and supports maritime charities across a wide sector including those providing port based welfare, providing financial support to older seafarers, younger families and accommodation for elderly seafarers and their dependents.

Telephone & Internet Referral Service for Seafarers

The free telephone and internet referral service, ÂSeafarer SupportÊ, supports serving and retired seafarers and their families in times of need. The service is designed to refer individuals and those working on behalf of a client to an organisation that is best placed to assist. This may include a maritime or non-maritime charity or another appropriate agency. There are around 150 maritime charities that include seafarers among their beneficiaries and this service is available to those from backgrounds within the Merchant Navy, fishing fleets or Royal Navy, and their dependants.

Financial Assistance

The Board does not give financial assistance to individuals but acts as a clearing house, in appropriate circumstances, for those seeking assistance by directing them to one of its constituent nautical charities.

For further information contact:30 Palmerston Road Southampton Hants SO14 1LL Tel: 023 8033 7799 [email protected]


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Shipwrecked Mariners Society

The Society provides financial help to merchant seafarers, fishermen and their dependants as required. They pay an immediate grant to the widow of a serving seafarer who dies, whether death occurs at sea or ashore. Regular grants are paid to retired or permanently disabled seafarers and widows. Special grants are made to meet specific needs ranging from essential household electrical goods and clothes to mobility aids.

Grants

Today, the Society continues to help in the event of a shipwreck, but the main purpose is to provide financial support to retired seafarers and their widows in cases of need. Over 2,000 people receive regular six-monthly grants, others receive a special grant to meet a particular need. Applicants must be able to prove low net income and normally a minimum of 5 yearsÊ sea service. Regular grants are not normally given to those under 60 years of age or with less than 10 years sea service.

With a volunteer network of over 200 Honorary Agents throughout Britain, the Society handles several hundred new applications for assistance each year and distributes over £1.5 million in dealing with around 3,000 cases. The Society relies on legacies, an annual Christmas appeal, investments and grants, principally from Seafarers UK and Trinity House and donations to meet its commitments.

The Society is a member of The Merchant Navy Welfare Board and co-operates closely with other member charities to ensure resources are distributed as fairly as possible.

For further information contact:Shipwrecked MarinersÊ Society1 North PallantChichesterWest SussexPO19 1TLGrants: 01243 787761Admin: 01243 789329Email: [email protected]@shipwreckedmariners.org.ukWebsite: www.shipwreckedmariners.org.uk

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APPENDIX 7

The Institute of Marine Engineering, Science and Technology (IMarEST)

IMarEST is an international membership body and learned society for all marine professionals.

Membership is open to everyone associated with the marine, coastal and offshore world across scientific, engineering and technological disciplines and applications.

There are two divisions of membership: corporate membership for those who are seeking professional recognition and non-corporate membership for those who are currently studying, just starting out in their careers or who have a general interest in the Institute, its work, members, events, publications or facilities.

The IMarEST has a strong international presence with an extensive marine network of 34 international branches, affiliations with major marine societies around the world, representation on key marine technical committees and non-governmental status at the International Maritime Organization (IMO).

Publications

The IMarEST has its own in-house publishing department producing a selection of books, journals, magazines and newsletters for its membership.

The process of student membership

Students can sign up as a student member for a nominal annual subscription fee. Once you have graduated you can progress your application to corporate status by sending in an application to transfer to the Associate Member status.

Careers in the marine industry

The marine industry offers a range of varied, challenging and fascinating careers. The IMarEST in collaboration

with Castrol Marine has produced a booklet on careers advice which is downloadable via the IMarEST website or by contacting IMarEST headquarters.

For further information contact:IMarEST80 Coleman StreetLondon, EC2R 5BJUnited KingdomTel: +44 (0)20 7382 2694Fax: +44 (0)20 7382 2670Email: [email protected]: www.imarest.org

The Nautical Institute

The Institute is an international representative body for maritime professionals and others with an interest in nautical matters. It provides a wide range of services to enhance the professional standing and knowledge of members who are drawn from all sectors of the maritime world.

The Nautical Institute has more than 6,500 members and more than 40 branches worldwide, of which 12 are in the UK, providing help and support for its members.

The Institute is a non-governmental organisation (NGO) with consultative status at the International Maritime Organization (IMO). It works there to represent seafarersÊ and the views of maritime professionalsÊ at the highest level.

Their aim is to provide the strongest possible professional focus, dedicated to improving standards of maritime professionals and to maintain the Institute as an international centre of nautical excellence.

The Institute seeks to represent the professional views of its members to and within the international, national


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and local bodies considering the safety and efficiency of shipping operations.

The objectives are to promote and co-ordinate public interest in the development of nautical studies in all its branches.

Students

Associate membership (AMNI Student) is offered to those undertaking an approved course of initial maritime training or education, those holding a Rating or Boatmaster qualification or those holding a non-management level maritime appointment

For further information contact: The Nautical Institute202 Lambeth RoadLondon, SE1 7LQTel +44 (0)20 7928 1351Email: [email protected]: www.nautinst.org

Royal Institute of Navigation

The Royal Institute of Navigation (RIN) is a charitable society, its aims are:

To unite those with a professional or personal interest in any aspect of navigation in one unique body

to further the development of navigation in every sphere

to increase public awareness of the art and science of navigation.

In order to achieve its aims, the RIN:

Has a range of Special Interest Groups and regional Branches, to run events and keep members at the forefront of navigation debates

runs targeted events and international conferences, highlighting important issues, the best research and leading activity in the navigation industry

publishes the world renowned Journal of Navigation, featuring the best new academic research in navigation

publishes Navigation News, popular bimonthly magazine covering all aspects of navigation

runs competitions to promote navigation in all areas, TopNav for general aviators, New Navigators to give navigation students a chance to show their skills to the industry, Young Navigators to inspire an interest in navigation in young people

works closely with international bodies including the International Association of Institutes of Navigation (IAIN), European Group of Institutes of Navigation (EUGIN), International Maritime Organization (IMO) and International Civil Aviation Organisation (ICAO) to determine policy and best practice in the world of navigation

houses the Cundall Library of Navigation, the UKÊs leading navigation specific library of books and resources, this is open to the public, Members can borrow books.

Branches

The RIN has a number of regional Branches in the UK. RIN members who live in one of the areas covered by a Branch automatically become a member of that Branch, along with any SIGs they wish to join.

Membership

The RIN offers several categories of Membership, including Individual, Associate Membership, Student Membership and Junior Associate Membership

For further information contact:The Royal Institute of Navigation1 Kensington GoreLondon, SW7 2ATTel: +44 (0)20 7591 3130Fax: +44 (0)20 7591 3131Email: [email protected]

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APPENDIX 8

Royal Naval Reserve

Naval Reservists are now fully integrated into the daily operations of the Royal Navy. At any time, approximately 10% of Reservists are mobilised and on active duty around the world.

Merchant Navy involvement in the RNR is as vital today as it was in the past. An OfficerÊs maritime knowledge and experience on merchant vessels is essential for the role of Senior Naval Officer (SNO) on a Ship Taken Up From Trade (STUFT). As you already understand Merchant Navy business the shipsÊ masters will rely on you to provide the practical military link between the Royal Navy Task Group Commanders intent and operational requirements as well as giving the Task Group Commander the Merchant Navy perspective on a shipÊs capabilities for his planning.

If not employed on a merchant ship as the SNO, you will be working as a watchkeeper in the operations room of an amphibious landing ship. You will plane and execute the movement of troops and their equipment from various Task Group ships to the shore. After initial military training on shore you will usually work at sea in this role. However, one weekend per year you will train at the Commander Amphibious Task Group HQ in Plymouth.

You may also join the Maritime Trade Operations branch where you act as the interface between commercial shipping and the military, advising Masters on navigational safety. You may also be required to fill any role where your navigation, seamanship experience and ability can be used to support the operational output.

The commitment

Most training is done outside the normal working hours, once a week in the evening or at weekends, you should expect to attend two weeks of annual training each year.

Once fully trained, which takes approximately three years you can be mobilised to serve anywhere in the

world. Operational Deployments usually last for six months.

Joining

Contact your local unit directly to check your eligibility and arrange a visit. Open evenings are usually held once a month where you will hear what the RNR does.

During the application process

The application process usually takes between three and four months. Checks on your health, educational qualifications and security will be made before accepting you into service.

Both qualified Officers and Cadets are required to attend the Admiralty Interview Board held in HMS Sultan near Gosport in Hampshire. Your AIB application is processed by an Area Careers Liaison Officer (ACLO), who will conduct initial interviews of prospective candidates and can also give advice on how to prepare for the AIB and what to expect. The AIB runs over two days, you will be tested both mentally and physically. There is a timed computerised psychometric test which covers numeracy, literary reasoning and abstract interpretation. You will be examined on your knowledge about the Royal Navy, its roles and operations in the modern world, you will be asked to write an essay to demostrate your written communication skills. There is also a fitness assessment and leadership tests in the gym, where you will work with your fellow candidates to solve practical problems along with a theoretical problem solving exercise in a classroom and finally an interview in front of a Board.

Training

In your local Unit, you will prepare for the demanding two week Initial Officer Course, held at Britannia Royal Naval College in Dartmouth. To ensure you are fully prepared, you will be required to attend a number of training weekends. Your training culminates with a written and oral examination called the Fleet Board, on successful completion of this you will be confirmed in


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your rank which depends on your professional maritime qualifications and experience.

Your training will be based mainly at the Maritime Warfare School at HMS Collingwood near Fareham in Hampshire which specialises in various warfare disciplines such as communications, gunnery and air defence. You will also learn how to apply the doctrine and tactics of Amphibious Warfare on the Amphibious Operations Planning Course. To consolidate this theoretical training you will also carry out training at sea.

Your Employer

Most shipping companies and training agencies are fully conversant with the RNR and the requirements of service, however when you are considering joining you must tell your employer or give them the Ministry of Defence (MOD) permission informing them a legal requirement under the Reserve Forces Act 1995.

Reserve Enquires:Tel: 08456 075555Web: www.royalnavy.mod.uk

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Sea CadetsThe Tall Ships Youth TrustThe London Nautical SchoolAtlantic CollegeTrinity House School, HullDauntseyÊs SchoolThe Royal Hospital SchoolGordonstoun SchoolThe Maersk Shipping GroupBibby Line LtdPritchard Gordon TankersThe Royal Fleet AuxiliaryBP ShippingShell Ship Management LtdJames Fisher and Sons LtdShip Safe Training Group LtdClyde Marine Training LtdScholarship SchemesMaritime LondonThe Conway Merchant Navy TrustFleetwood Nautical CampusGlasgow College of Nautical StudiesWarsash Maritime AcademyShetland School of Nautical StudiesRed Ensign Maritime TrainingBanff and Buchan CollegeThe Honourable Company of Master Mariners

The Merchant Navy AssociationThe Federation of Merchant MarinersNautilusThe International Maritime OrganisationThe Chamber of ShippingThe Maritime Skills Alliance (MSA)International Transport Federation (ITF)The International Federation of ShipmastersÊ Associations (IFSMA)The National Union of Rail, Maritime and Transport Workers (RMT)The Maritime Coastguard AgencyThe Marine SocietySeafarers Hospital SocietyThe Dreadnaught Medical FacilityThe Royal Merchant Navy School FoundationSeafarers UKThe Merchant Navy Welfare BoardShipwrecked Mariners SocietyThe Institute of Marine Engineering, Science and Technology (IMarEST)The Nautical InstituteRoyal Institute of NavigationRoyal Naval ReserveRobert HanreyCraig Wilson

ACKNOWLEDGEMENTS

Documents

WSIL 476l - So you want to go to sea you want to go to sea.pdf3.10.11 Electro Technical Officer 19 3.10.12 Electro-Technical Cadet Officer 19 3.11 Discipline 20 3.12 Problems Affecting