human resources and crew resource management marine navigation and safety of sea transportation (Adam weintrit (ed ), tomasz neumann (ed ) 2011)

Contents Human Resources and Crew Resource Management. Introduction .................................................. 11 A. Weintrit T. Neumann Crew Resource Management .................................................................................................................. 13 1. Crew Resource Management: The Role of Human Factors and Bridge Resource Management in Reducing Maritime Casualties ...................................................................................................... 15 H. Yousefi R. Seyedjavadin 2. Women Seafarers: Solution to Shortage of Competent Officers? ..................................................... 21 M. Magramo G. Eler 3. The Manning Companies in the Philippines Amidst the Global Financial Crisis ............................. 25 M. Magramo, L. Gellada T. Paragon 4. Academe and Industry Collaboration: Key to More Competent Officers? ....................................... 29 M. Magramo, G. Eler L. Gellada Human Factors........................................................................................................................................ 33 5. Factors of Human Resources Competitiveness in Maritime Transport ............................................. 35 E. Barsan, F. Surugiu C. Dragomir 6. Human Factors as Causes for Shipboard Oil Pollution Violations ................................................... 39 A.H. Saharuddin, A. Osnin R. Balaji STCW Convention ................................................................................................................................... 47 7. Needs and Importance of Master Studies for Navigators in XXI Century and Connectivity to STCW 7895 ..................................................................................................... 49 A. Alop 8. Implementation of the 1995 STCW Convention in Constanta Maritime University ........................ 55 L. C. Stan 9. Implementation of STCW Convention at the Serbian Military Academy ........................................ 59 S. Šoškiü, J. ûurþiü S. Radojeviü 10. “Electrical, Electronic and Control Engineering” – New Mandatory Standards of Competence for Engineer Officers, Regarding Provisions of the Manila Amendments to the STCW Code ........ 65 J. Wyszkowski J. Mindykowski 11. Assessment Components Influencing Effectiveness of Studies: Marine Engineering Students’ Opinion .............................................................................................................................. 71 I. Bartuseviþiene L. Rupšiene Maritime Education and Training.......................................................................................................... 77 12. Improving MET Quality: Relationship Between Motives of Choosing Maritime Professions and Students’ Approaches to Learning .............................................................................................. 79 G. Kalvaitiene, I. Bartuseviþiene V. Senþila 13. Evaluation of Educational Software for Marine Training with the Aid of Neuroscience Methods and Tools ........................................................................................................................................... 85 D. Papachristos N. Nikitakos 14. Methodological Approaches to the Design of Business Games and Definition of Marine Specialists Training Content .............................................................................................................. 91 S. Moyseenko L. Meyler 15. A Door Opener: Teaching Cross Cultural Competence to Seafarers ................................................ 97 C. ChireaUngureanu P.E. Rosenhave8 16. Considerations on Maritime Watch Keeping Officers’ Vocational Training ................................. 103 L. C. Stan N. Buzbuchi 17. Simulation Training for Replenishment at Sea (RAS) Operations: Addressing the Unique Problems of ‘CloseAlongside’ and ‘Inline’ Support for MultiStreamer Seismic Survey Vessels Underway ........................................................................................................................... 107 E. Doyle 18. Teaching or Learning of ROR ......................................................................................................... 113 V. K. Mohindra I. V. Solanki 19. Safety and Security Trainer SST7 –A New Way to Prepare Crews Managing Emergency Situations ......................................................................................................................................... 117 C. Bornhorst 20. MarEng Plus Project and the New Applications .............................................................................121 B. KatarzyĔska 21. Methods of MaritimeRelated Word Stock Research in the Practical Work of a Maritime English Teacher ............................................................................................................................... 123 N. Demydenko Piracy Problem....................................................................................................................................... 127 22. Somali Piracy: Relation Between Crew Nationality and a Vessel’s Vulnerability to Seajacking .. 129 A. Coutroubis G. Kiourktsoglou 23. Influence of Pirates Activities on Maritime Transport in the Gulf of Aden Region ...................... 135 D. Duda K. Wardin 24. Preventive Actions and Safety Measures Directed Against Pirates in the Gulf of Aden Region ... 141 D. Duda K. Wardin 25. Technological Advances and Efforts to Reduce Piracy .................................................................. 149 M. Perkovic, E. Twrdy, R. Harsch, P. Vidmar M. Gucma Health Problems .................................................................................................................................... 155 26. Systems for Prevention and Control of Communicable Diseases on Ship ...................................... 157 C. Jerome Maritime Ecology................................................................................................................................... 163 27. Coastal Area Prone to Extreme Flood and Erosion Events Induced by Climate Changes: Study Case of Juqueriquere River Bar Navigation, Caraguatatuba (Sao Paulo State), Brazil .................. 165 E. Arasaki, P. Alfredini, A. Pezzoli M. Rosso 28. Study of EEOI Baseline on China International Shipping .............................................................. 171 Wu Wanqing, Zheng Qinggong, Wu Wenfeng Yang Jianli 29. Ecological Risk from Ballast Waters for the Harbour in ĝwinoujĞcie ............................................ 175 Z. JóĨwiak 30. A Safety Assurance Assessment Model for an Liquefied Natural Gas (LNG) Tanker Fleet .......... 179 S. Manivannan A.K. Ab Saman

Weintrit & T Neumann

Crew Resource Management: The Role of Human Factors and Bridge Resource Management

Resource Management in Reducing Maritime Casualties

Yousefi & R Seyedjavadin 2 Women Seafarers: Solution to Shortage of Competent Officers?

Khoramshahar Maritime University, Khoramshahar, Iran

Business Management College, Tehran University, Tehran, Iran

This paper explores Crew Resource Management (CRM) as a foundational element in maritime transport, aimed at enhancing operational efficiency and reducing human errors that lead to vessel collisions and groundings The initial section examines the significance of Human Resource Management, Crew Resource Management, and Maritime Crew Resource Management in minimizing maritime accidents Subsequently, the paper delves into Bridge Resource Management, Bridge Team Management, and the human factors influencing these areas, emphasizing the importance of effective bridge team management techniques The discussion progresses to strategies for minimizing ship accidents through optimal training methods for future seafarers Finally, the paper evaluates the qualifications of maritime lecturers in accordance with the STCW95 Convention and the MARCON project, focusing on the teaching of Bridge Resource Management.

In response to the legislation changes in 1960 and 1970, companies increasingly focused on Human Resource Management (HRM) to ensure compliance By 1980, HRM experienced significant growth driven by the need for skilled professionals to adapt organizational structures to evolving labor attitudes and behaviors, rising educational levels, an increase in service-oriented roles, the emergence of white-collar jobs, and a greater participation of women in the workforce.

Marine Accident Investigation Branch (1999) stated that four factors or four “Cs” such as commitment, competence, cost-effectiveness, and congruence should be used in order to evaluate whether the

The success of the HRM program is evaluated through five key factors, with the addition of Customer as a crucial element This assessment aims to determine the overall effectiveness of the HRM initiative, emphasizing the importance of service quality in achieving success.

Human resources play a crucial role in ensuring customer satisfaction, necessitating a focus on enhancing organizational efficiency The advent of new technologies in the 1990s, including IT, satellite communications, and advanced networking systems, significantly transformed human resource management (HRM) Additionally, the evolution of organizational structures during the 1980s, driven by companies' operational expansions and product diversification, further influenced HRM practices Lastly, the globalization of markets has intensified competition, compelling organizations to prioritize their HRM professionals to enhance product quality, productivity, and innovation.

Crew Resource Management (CRM) has been a focal point in aviation and shipping for over two decades; however, misunderstandings about its true meaning and application persist within these industries Effective CRM is essential for enhancing safety and efficiency, as it emphasizes teamwork, communication, and decision-making among crew members Understanding and implementing CRM principles can significantly reduce human error and improve operational outcomes in both aviation and maritime contexts.

Customer Relationship Management (CRM) serves as an effective system that optimizes resources, including equipment and personnel, to enhance safety and boost operational efficiency in the shipping industry It encompasses a diverse range of knowledge and skills, integrating both cognitive and interpersonal abilities However, traditional educational methods often fail to engage younger generations, leading to a lack of motivation.

Cognitive skills, as defined by J Cross (2010), encompass the psychological processes essential for gaining situational awareness, problem-solving, and decision-making, while interpersonal skills focus on effective communication and teamwork Crew Resource Management (CRM) serves as a comprehensive management system that optimizes the utilization of resources, including equipment, communication, processes, and personnel, to enhance the safety of ship operations.

To enhance the effectiveness of crew members on ships, specialized training in technical knowledge is essential Additionally, crew members must develop and apply Crew Resource Management (CRM) skills, which focus on improving cognitive and interpersonal abilities.

The training of Crew Resource Management (CRM) skills is rooted in experiential learning, emphasizing the importance of group behavior in maritime operations While CRM has traditionally been taught as individual technical skills, integrating it into foundational Maritime Crew training can enhance its effectiveness Defined by Dominic Cardozo (1993), CRM is an interactive process involving all crew members to identify and mitigate operational threats through effective communication and countermeasures Hackman (1986) highlights the crew's role as frontline operators, where safety is integral to the company's culture The evolution of CRM in aviation, initiated by United Airlines in 1980, has established it as a critical training component in both aviation and maritime sectors to minimize human errors and prevent accidents Following the latest STCW revisions in June 2010, CRM training is essential for ship crews, fostering teamwork among diverse personnel, including deck and engine officers, as well as support staff Despite over three decades of technological advancements in shipping, the need for updated CRM training approaches remains crucial to address ongoing challenges in maritime safety.

17 aviation is completely different with shipping business, therefore it is not possible to copy or transfer

CRM from aviation to maritime field It is because a ship is a work place which cannot be left by the crew for months; navigators are working on board ship for

24 hours on seven days a week in order to keep the sea watch as duty officers who are not allow to sleep more than six hours

This training course focuses on enhancing the management of ship bridge activities by key personnel such as the Master, Pilot, Watchman, Wheelman, and Officer on Watch Many collisions have been attributed to misunderstandings among these roles, particularly between pilots and watchkeepers To address this issue, ship handling simulators can be utilized to replicate expected scenarios, thereby improving skills and communication among those responsible for bridge operations.

In 1974, the grounding of the Very Large Crude Carrier (VLCC) "Metulla" in the Magellan Straits highlighted inefficiencies in bridge team operations, as two pilots and watchkeepers were present but failed to support each other effectively Gyles and Salmon (1978) noted that simulator-based training courses were introduced to enhance skills in passage planning and emphasize the critical Master/Pilot relationship, marking a significant development in maritime training initiatives.

Bridge Team Management (BTM) courses that are conducted today on many simulators world-wide and contain many of the elements to be found in

CRM courses in other industries The role of simulator as a tool for training CRM has been stated by

Bridge Resource Management (BRM) courses, as noted by Barnet (2060), are a contemporary initiative inspired by the aviation industry, and they do not always rely on simulators for training.

Maritime Universities offer a training course called

Bridge Team Management (BTM), also known as Bridge Resource Management (BRM), focuses on ship handling and navigational skills However, it often overlooks the critical importance of the human factor in effective maritime operations.

Barnnet (2060) highlights the increasing importance of bridge resource management training in safety-critical industries and the military According to Flin et al., effective training and assessment of resource management skills are essential for detecting and managing errors, underscoring the need for enhanced safety protocols in these high-stakes environments.

Many ship owners overlook the importance of CRM training courses due to the lack of strong regulations from the International Maritime Organization (IMO), unlike established frameworks such as SOLAS and the ISPS Code.

Magramo & G Eler 3 The Manning Companies in the Philippines Amidst the Global Financial Crisis

John B Lacson Foundation Maritime University, Iloilo City, Philippines

This study investigates the involvement of women in the seafaring profession, examining the hiring practices of various manning and shipping companies in the country It highlights the challenges faced by female seafarers in a predominantly male industry Utilizing interviews with crew managers and an in-depth discussion with a lone woman seafarer, the research aims to shed light on the barriers encountered by women in this field.

This study aims to determine the participation of women in the seafaring profession in the Philip- pines Specifically, it aims to determine the following:

1 The number of Filipino women currently employed on board vessels;

2 Hiring practices and policies of the shipping companies in recruiting women for seafaring;

3 Reasons why some ship owners refuse to hire women on board ships

This study utilized qualitative research methods, specifically interviews, to explore women's participation in the maritime profession It investigated the hiring practices of ship owners and sought to understand the reasons behind the reluctance of many to employ women Participants included representatives from shipping and manning companies, as well as a female seafarer who has experience at sea and currently holds an officer position.

On December 9-13, 2007 these group of researchers proceeded to Manila to conduct interviews with the different stakeholders in the maritime profession

The maritime profession faces various challenges, particularly a shortage of qualified officers, highlighting the potential of women as an untapped resource in this field In an interview with Mrs Virginia Linseis, the president of K-Line, she stated that her company currently does not hire women as seafarers, reflecting a broader issue within the industry regarding gender inclusion.

She also told the group that Japanese culture does not allow women to work on board their vessels

Capt Jose De la Peủa also shares the opinion of

Mrs Linesis and other ship manning managers with

Japanese principals do not hire women seafarers

C/M Erickson Pedrosa said his company, the

Walllem Maritime Services is actively hiring women, with five female cadets currently enrolled The company emphasizes equal treatment for both men and women, recognizing that increasing female participation in the maritime industry can address workforce shortages However, it is essential for women to undergo rigorous training comparable to their male counterparts to prepare them for the demands of the job.

Capt Jimmy Milano, the General Operations

The manager of Inter-Orient Maritime Enterprises, Inc stated that while the company does not employ women on cargo vessels, they do have two female stewards on their pleasure yacht, which has a total of 14 crew members He expressed his personal opposition to hiring women on cargo vessels with mixed crews, citing potential challenges, but supports the employment of women on passenger vessels.

Capt Rolando Ramos of Unisea, Philippines, asserts that women can excel as officers and perform effectively on vessels However, he notes that cultural factors may lead to challenges for women in this field Despite this, Unisea is committed to gender equality and actively employs women in various roles within the company.

Glena Juarez, a JBLFMU graduate and licensed Third Officer, currently serves as the Assistant Technical Marine Superintendent at UNISEA, Philippines, Inc She emphasizes that women excel in planning and administrative tasks, highlighting a distinct approach to onboard work Juarez states, “All the things we do are arranged We have a system of doing things,” showcasing the structured methodology women bring to the maritime industry.

Despite holding a comfortable and significant office position, she expressed her desire to continue life at sea, stating, “For me, it’s not fulfilling that I have the 3rd Mate license but did not have the chance to practice.” The owner’s representative had presented her with a choice between a land-based or sea-based role While she chose to remain in the office temporarily to understand the management of shipping ashore, she acknowledged the challenge of a lifelong commitment to life at sea, saying, “I don’t want to stay on board all my life It’s difficult to stay on board.”

Life on board can be challenging due to the harsh environment and unpredictable weather conditions, which often disrupt sleep with the vessel's rolling and pitching Additionally, interpersonal dynamics play a significant role, as working alongside difficult individuals can create a stressful atmosphere Overall, these factors contribute to the complexities of life at sea.

She experienced 36 hours of no sleep because they have to finish the cargo hold cleaning, because after

At 6 o'clock, the cargo discharge is not permitted, which adds to the challenges faced by crew members One individual expressed a desire to go home at times, largely due to the dynamics with fellow crew members Even those from the engine department questioned her choice to pursue a career in this profession.

When reflecting on her year-long contract at sea, she emphasized the importance of proving her resilience She acknowledged that the workload is inherent to the seafaring lifestyle Unlike sleep on land, rest on board requires constant alertness, as emergencies can arise at any moment She noted that even while trying to sleep, one must remain mentally vigilant, as the ringing of a phone can signal a critical situation.

23 she is already awake She needs to be always alert

Being on board offers exciting opportunities to explore new places She takes pride in her responsibilities, especially when the captain entrusts her with cleaning the bilge, strum box, or rose box.

When asked about applying her school knowledge in her job, she confidently affirmed, “Yes, especially in navigation, where my skills were significantly enhanced on board I believe that having a passion for your work is essential for success.”

In my free time, I often stayed in my room watching movies or chatting with fellow crew members When inappropriate jokes were made, I chose to either listen quietly or ignore them To avoid feeling embarrassed or offended, I sometimes left the room or cabin.

Asked what her job now is in the office; she said:

As the Assistant Technical Superintendent, I collaborate with the Technical Superintendent to form the Ship Management Team, a newly established unit within the company We work closely with our counterparts at the main office in Greece, where we recently conducted a visit to strengthen our partnership and enhance our operational effectiveness.

UNISEA in Greece last October 2007 We observed how the office is run, how the office operates

Here in the Philippines, 3/M Glena also works in the administration department of manning The

Greek Director told her she is being prepared either as Human Resource Officer or Quality Management

Representative in the office after her training on board and in the office

Magramo, L Gellada & T Paragon 4 Academe and Industry Collaboration: Key to More Competent Officers?

John B Lacson Foundation Maritime University, Iloilo City, Philippines

This qualitative research investigated the impact of the global financial crisis on the shipping and manning industry in the Philippines, utilizing focus group discussions and in-depth interviews with representatives from shipping and manning companies The study found that bulk carriers, container vessels, car carriers, and cruise ships were directly affected, while tankers experienced only slight impacts Companies with long-term contracts remained largely unaffected by the crisis, whereas those without such agreements faced significant challenges Additionally, the crisis alleviated the global shortage of skilled officers within the manning industry.

Over the years, the industry has experienced both prosperous and challenging times, leading to a necessary adaptation through strategic expansion or contraction based on consumer demand.

Stormy waters are always present somewhere and by skillful navigation they can often be avoided

The upcoming predicted world recession differs from previous downturns due to its global nature, affecting not only the United States and Europe but also other regions around the world The key factor distinguishing this recession is globalization, which intertwines economies and amplifies the impact across nations.

China's economic indicators suggest a slowdown, potentially jeopardizing the recent success in the shipping industry and intensifying challenges for many operators The actual impact remains uncertain and will largely depend on the banking sector's actions, especially regarding ship financing.

Shipping is a capital-intensive industry that heavily relies on banks for financial support to operate effectively Consequently, the level of lending restrictions imposed by banks will directly impact the challenges faced by shipping companies.

Currently, bankers emphasize "caution" in a somewhat hypocritical manner, suggesting that prudence will dominate lending practices While some analysts believe that lending will not completely cease, they note that conditions have become significantly stricter, with minimized risks and reduced borrowing limits.

(Kennedy, F (2008) Shipping will ride the storm of financial crisis, http://www.gulfnews.com/business/shipping)

Obtaining bank guarantees is increasingly challenging, significantly affecting the shipbuilding industry However, this may ultimately prove advantageous due to the anticipated oversupply of tonnage, which could hinder the industry's recovery post-crisis Ultimately, only the strongest players will endure, while weaker ones will falter, highlighting the critical role that bankers play in the severity of the situation faced by ship operators.

Notwithstanding the gloom, it must be remem- bered that the shipping industry is resilient – a fact mould into its very fabric by its cyclical nature mentioned earlier

The shipping industry is poised for continuous momentum due to its status as the most cost-effective transportation method Although current trends indicate a slowdown, a recovery is anticipated, aligning with the economic growth of key players in the 21st century, particularly China and India.

But for the time being, contraction is the scenario-while times have been good, the interdependence of all economies on each other has suited shipping

As a global industry it has provided a global service to a global economic structure in order to satis- fy all requirements- worldwide and local

It is on this premise that the present study was conducted

This study investigates the impact of the global financial crisis on shipping and manning companies in the Philippines It also examines the strategies these companies are implementing in response to the crisis and identifies the types of vessels that are both directly and indirectly affected.

This descriptive qualitative study utilized the phe- nomenological approach in data gathering It also made use of data analysis of literature published in refutable journals

Basically, it utilized the interview and the focused group discussion techniques in data gathering

The study involved twelve managers from shipping and manning companies in the Philippines, primarily located in Manila Interviews were conducted between December 6 and 13, 2008.

Capt Dag Ulfstein of KGJS Manila stated that the company remains insulated from the global financial crisis due to its strong financial foundation and existing long-term contracts with charterers Despite not benefiting from the recent surge in freight rates because of these contracts, KGJS is confident in its ability to navigate the challenges ahead In contrast, other companies are experiencing difficulties, with reports of up to 15 ships being laid off in Subic, additional layoffs in Davao, and vessels in Busan, Korea, being towed outside the port without crews as they await delivery.

And these are brand new ships, they are going straight from the yard to lay off They are not taken into service Maersk, for example laid out six ships

The shipping industry is facing significant challenges, with many vessels, including six bulk carriers in Subic, being laid off due to a lack of space in major ports like Singapore and increasing global congestion Companies lacking a strong financial foundation and long-term contracts are likely to struggle, with some potentially facing bankruptcy However, larger, more resilient companies will adapt by slowing down recruitment and scrutinizing expenses while maintaining their commitment to training Despite the global financial crisis, the impact on established firms like KGJS has been minimal, allowing them to navigate these turbulent times more effectively.

Due to a solid base or long-term contracts, there has been minimal gambling on the market recently It is anticipated that around 20 percent of bulk carriers may be laid off, with older vessels facing scrapping The car carrier sector is also likely to suffer as economic slowdowns discourage new car purchases Capt Remigio Zamora of Odfjell confirmed that dry cargo carriers, including bulk cargo, containers, car carriers, and, to some extent, passenger ships, have been directly impacted by the global financial crisis, with Cape size bulk carriers experiencing the most significant effects.

Freight rates has gone down as low as 50 percent of the original cost according to Capt Ramos At

UNISEA, they have a vessel with almost 70% decrease on the cost of freight rate just for the vessel to be able to return to Asia

Certain tanker sizes will be affected but not to the same level as the dry cargo carriers According to

Capt Remegio Zamora of Odfjell stated that their tankers remain largely unaffected by the economic downturn, emphasizing that JO tankers, Stolt, and Odfjell operate as both manning companies and ship owners The managers of these companies collectively agree that oil tankers will maintain their regular operations Furthermore, the transportation of oil and other oil-based products, including chemicals and gas carriers, will continue globally without interruption.

KGJS Manila, led by Capt Dag Ulfstein, remains resilient amid the global financial crisis, citing a strong financial foundation and long-term contracts with charterers Despite not benefiting from skyrocketing freight rates due to these contracts, the company is confident in its ability to navigate current challenges successfully.

Magramo, G Eler & L Gellada

Barsan, F Surugiu & C Dragomir 6 Human Factors as Causes for Shipboard Oil Pollution Violations

Constanta Maritime University, Constanta, Romania

The competitiveness of human resources in maritime transport is influenced by various factors, including the organizational structure of shipping companies, the social climate aboard vessels, and the multinational work environment Additionally, elements such as organizational culture, technology, and safety play crucial roles This paper emphasizes the significance of these factors and outlines essential approaches to enhance competitiveness within the maritime sector.

Human resources strategies should focus on client orientation, ensuring transparency in information across the department, and fostering new communication channels It's essential to enhance the communicational climate—both formal and informal—while developing professional abilities and interpersonal skills such as cooperation, motivation, and emotional management within organizational behavior In the maritime transport sector, a comprehensive personnel strategy must adopt a dynamic vision of human resources, particularly considering the multinational nature of crews.

Defining medium and long-term objectives for human resources strategies is crucial for maritime companies aiming to enhance transport service efficiency and profitability in both national and international markets Collaborating with educational institutions and specialized HR companies can facilitate professional training, while recruiting top seafarers and cadets is vital for maintaining competitiveness in the complex global labor market Given the prevalence of maritime accidents caused by human error, prioritizing a thorough recruitment process is essential to ensure the quality and safety of operations While the recruitment and selection of seafarers may appear straightforward, achieving success in this area relies heavily on the expertise and skills of those involved.

The recruitment of seafarers often draws from a pool of internationally trained professionals, influenced by factors such as company expansion, promotions, study leave, retirements, or illnesses Traditionally, international shipping companies have relied on their established networks to source qualified personnel.

In recent decades, the practice of promoting "cadet" programmers within maritime companies to cultivate loyalty and familiarity with the company culture has declined Today, many organizations opt to outsource and partner with crewing agencies, which can significantly reduce office overhead costs for owners However, this shift may lead to a diminished sense of loyalty among trainees, potentially impacting the long-term commitment to the company.

Selecting the right candidate is crucial for effective training in the maritime industry, as the skills of any seafarer can only be enhanced if they possess the appropriate qualities Successful maritime companies foster a strong sense of belonging among their crew members, while poorly rated companies often find that their teams are motivated solely by financial incentives.

To achieve competitiveness and business excellence in the maritime industry, company management must articulate a clear vision that aligns crew members with management expectations Establishing partnerships focused on the development and implementation of strategies for continuous professional training can effectively address specific personnel activities in line with the realities of the international environment.

A maritime company aiming for excellence should prioritize multinational teamwork, collaboration, effective communication, and recognition of achievements These elements are essential for enhancing commercial and risk management skills, ultimately providing a competitive edge in human resources.

2.2 Maritime Human Resource Competitiveness through Training

The primary goal of training and development for seafarers has evolved from merely ensuring job efficiency to addressing the demands of a changing business environment marked by financial crises Organizations are now under significant pressure to innovate and reinvent themselves to maintain a competitive edge Consequently, strategically aligning training and development initiatives with organizational goals is essential for promoting overall business success.

Current trends highlight the significance of training and intellectual capital as essential for gaining a competitive edge The collaboration between training departments and academic partners has grown, facilitating the creation of specialized training programs aimed at preparing high-potential seafarers for leadership roles When implemented strategically, continuous learning enhances knowledge and skill acquisition, enabling maritime companies to achieve their objectives The human resources department plays a crucial role in developing a comprehensive roadmap for strategic training and development, which begins with a thorough understanding of the business environment and organizational goals HR must establish strategic learning imperatives that align with these goals, taking into account variations in industry, business objectives, and available human capital resources.

Achieving competitiveness in the maritime industry begins with effective personnel selection Maritime companies utilize psychometric profiling, interviews, aptitude tests, and portfolio assessments to choose crew members For entry-level positions, pre-sea courses for cadets, counseling, distance learning, and STCW training are essential solutions.

Professional competence is developed through a combination of competency courses and advanced simulation training, with assessment and onboard mentoring serving as essential tools To enhance skills, companies should implement leadership and team-building programs, along with customized training tailored to team needs, while continuously analyzing productivity for optimal results A competitive training system extends beyond shipboard training to include mandatory external courses like STCW 95, as well as in-house shore-based courses focused on company policies, safety, productivity, and loss control The primary goals of structured shipboard training include acquiring theoretical knowledge, familiarization through drills, mentoring, and preparing for advancement to the next rank.

Good quality training is a prerequisite to ensuring a vessel maintains a high standard of operation

Training enhances the value and safety culture on a vessel, encompassing everything from legally mandated certificates to cadet programs Understanding the strategic importance of operating a vessel at the highest standards is crucial For crew members aiming for promotions, statutory training is essential, but effective ship operators also implement in-house training programs to reinforce company culture and safety.

Taking on responsibilities on land involves acquiring various new skills While skilled officers excel in management, the knowledge gained at sea often lacks depth in several areas essential for effective and competitive ship management.

Many companies now have human resource departments instead of traditional personnel departments This section is accountable to the CEO, board of directors, and shareholders for effectively managing crew deployment and operational matters.

A maritime company should believe in supporting employee development by using a

H Saharuddin, Osnin & R Balaji

Needs and Importance of Master Studies for Navigators in XXI Century

Century and Connectivity to STCW 78/95

Alop 8 Implementation of the 1995 STCW Convention in Constanta Maritime University

Estonian Maritime Academy, Tallinn, Estonia

Modern ships utilize advanced technology, which, combined with increasing stress and psychological pressure on ship officers—particularly at the management level—raises critical questions about the ideal blend of professional skills and personal traits for seafarers Key considerations include the optimal combination of subjects and courses in training programs, the significance of master studies in developing highly qualified specialists and strong, self-assured individuals, and the essential differences between master study programs for ship officers and those designed for land-based personnel.

The author draws on extensive experience in maritime education and training to address key questions related to the organization and implementation of master's studies at a maritime academy.

24270_txt_Weintrit_MO4.indd 49 17/05/2011 10:20:35 17/05/2011 10:20:35 launched since 2006 in Estonian Maritime Academy

The author of this paper has been actively involved in the development and enhancement of the curriculum for the past five years and currently serves as the Head of Master Studies at EMA This extensive experience has led him to believe that master studies are an ideal phase for cultivating the personal attributes of seafarers He seeks to explore the most effective training organization schemes to achieve this goal.

2 THE ANALYSES OF TRAINING SCHEMES

It’s clear that ship officers, first at all navigators are the key persons in providing of safety on board

The safety of vessels, individuals, and the marine environment at sea is significantly influenced by the professional knowledge and skills of the crew, their extensive seafaring experience, and their commendable personalities.

When evaluating the triad of knowledge and skills, experience, and personality in relation to assimilation and trainability, it is clear that the professional knowledge and skills required for seafarers are primarily acquired through structured training, including onboard experiences, simulations, and assessments The STCW 78/95 Convention provides effective tools for achieving training objectives While personal characteristics can influence the training process, they primarily serve as facilitators or obstacles; for instance, individuals with slower cognitive processing may require additional time to grasp lessons Although traits such as indecision and lack of discernment do not critically impact the ability to pass occupational tests and exams, they may result in lower grades.

Gaining seagoing experience cannot be expedited through accelerated training programs, as true experience is not merely professional knowledge that can be shared Instead, it is a deeply personal and invaluable form of knowledge and skills that can only be acquired through real-life situations.

In this case the personal characteristics play much more important role and they determine what the

Life lessons can significantly benefit actors by preparing them for challenging situations they may encounter in their careers The question arises: can training provide actors with the experience needed for optimal performance in critical scenarios? Exploring this possibility reveals that structured training can indeed equip actors with the skills to navigate substandard situations effectively.

The third "pillar" of personality is intricately linked to various processes, including training and professional life As previously discussed, essential personal traits such as discretion, decision-making skills, intellectual independence, presence of mind, and the courage to take responsibility are often overlooked in traditional professional training This training typically relies on "do as I do" or "follow instructions" methods, a practice that remains prevalent today, particularly in the context of STCW regulations.

1978 Convention and its Code Adoption of “The Manila amendments to the STCW Convention and Code” gives us the hope for changing these attitudes in the near future

Personal characteristics play a crucial role in gaining seagoing experience, often outweighing the importance of higher positions within the ship's hierarchy For an officer in charge of a navigation watch, effective teamwork is essential, while chief mates and captains must demonstrate strong leadership and management skills These qualities and interpersonal dynamics primarily unfold during onboard job life, allowing trainees to observe but not actively participate in these interactions.

The significance of personal characteristics in critical situations cannot be overstated, as they can determine the saving or loss of lives and substantial resources This raises the question of whether great personalities are innate or can be developed over time Can these traits be acquired through trial and error in real-life experiences, or are there specific training methods available to cultivate them?

The STCW Code includes two key courses aimed at developing personal characteristics in maritime professionals: the Bridge Resource Management (BRM) course, also known as Bridge Teamwork Management, which typically lasts three days, and the Crowd and Crisis Management (CCM) course, which varies in length from one to four days depending on the training organization.

In the author's view, traditional courses offered in maritime schools and academies fail to adequately address the development of students' personalities and essential personal characteristics during their curriculum studies Many students lack substantial seagoing experience, with their exposure often limited to brief onboard training Consequently, these courses tend to be primarily theoretical, lacking practical application in real maritime environments.

51 and come by well known method “do like me” or even “think like me”

The one-step training system for deck officers has been utilized by EMA for the past two decades, establishing the institution as a leading Professional Higher Education provider in maritime training.

In the Estonian education system, the University of Applied Sciences offers a navigation faculty program that equips students with the theoretical knowledge and skills required by STCW 1978 standards for both operational and management levels over four years In addition to classroom learning, students complete one year of sea-going training, which is not counted as part of the curriculum duration Upon graduation, students earn the qualification of officer in charge of a navigation watch at the bachelor level Notably, graduates do not need to return to school for additional training to achieve captain status, except for mandatory refresher courses as stipulated by STCW.

While practical experience is crucial for a successful seagoing career, the author believes that graduates often lack adequate preparation in essential areas such as teamwork, leadership, team management, and handling critical situations, despite possessing strong professional knowledge and skills.

In year 2006 the 1,5 year long curriculum of master studies was worked out and implemented in

C Stan 9 Implementation of STCW Convention at the Serbian Military Academy

The growth of maritime transportation necessitates a skilled workforce capable of handling diverse situations with extensive knowledge To meet international standards, training for operational, safety, and security activities must be highly professional and utilize advanced techniques, including simulators and specialized software Constanta Maritime University has established itself as a leader in maritime officer training by integrating STCW 95 Convention requirements with cutting-edge technology, ensuring that graduates are well-prepared for the international shipping market and equipped to enhance maritime safety.

The Convention ultimately failed to meet its original objectives, leading to a decline in credibility as it became more widely accepted This decline was primarily due to the vague standards set forth, which allowed for subjective interpretation by the Administration Consequently, this resulted in inconsistent applications of its standards across the board.

Since the development of the Convention in the 1970s, significant changes have occurred in the structure of the global merchant fleet, as well as in the management and crewing of ships.

An update to the Convention is essential, as the 1995 revision process did not propose any changes to its articles, preventing amendments from being adopted through the tacit acceptance procedure This procedure is applicable solely to amendments made to the Convention's annex.

Since the 1995 revision, various parties have sought amendments to the convention, leading to the development of a draft convention by the IMO's sub-committee on Standards of Training and Watchkeeping (STW) This draft was thoroughly discussed and subsequently signed in Manila, Philippines, in June 2010.

Taking into consideration the revision of the

The STCW Convention and Code were established to address outdated concepts in maritime training, necessitating a reevaluation of the IMO Model Course to incorporate modern technologies This framework outlines the essential qualifications for personnel engaged in maritime operations, ensuring they are adequately trained to meet current industry demands.

Courses outline the necessary requirements and key areas of focus for training operational or managerial officers at the higher education level.

Recent revisions to the convention and IMO model courses have introduced updated provisions focused on maintaining professional competence These updates include guidelines for utilizing distance learning and e-learning methods, as well as assessing trainees' progress and achievements Notably, deck and engineering officers at the management level can complete a portion of their required courses through distance education while serving on board, thereby minimizing their time spent at shore-based training institutions.

Distance education and e-learning programs are essential for the lifelong learning and skill enhancement of seafarers A key concern in this domain is the implementation of robust procedures to prevent hacking and fraud, thereby protecting the copyrights of educators and institutions involved in these educational initiatives.

Simulator training is essential for future seamen and officers, as mandated by the revised STCW Convention The effective use of simulators in the training process enhances the skills and preparedness of maritime professionals.

Requirements about the use of computerized techniques and specialized software for applications in the coastal and celestial navigation are necessary to be introduced in the courses model

To enhance training and achieve elevated standards of knowledge and skills, the integration of advanced technology is essential This insight is drawn from the current practices observed on board ships, where cutting-edge techniques are already in use.

Maritime universities play a crucial role in shaping future professionals by ensuring their curricula align with the STCW and IMO guidelines, thereby providing training that meets international standards.

The maritime university plays a crucial role in training skilled officers for the global fleet, ensuring they are proficient with the latest navigation technology In an era dominated by advanced techniques, it is essential to incorporate modern equipment training into the curriculum, as this knowledge is vital for enhancing safety in navigation practices.

To enhance the competencies and skills of future maritime officers, it is essential to update current training requirements to align with the latest developments in the maritime industry, ensuring that any gaps in knowledge are effectively addressed.

The training of future maritime officers at Constanta Maritime University adheres to the guidelines set by the International Maritime Organization, following the STCW Convention and IMO Model Courses for both operational and managerial levels.

Wyszkowski & Mindykowski 11 Assessment Components Influencing Effectiveness of Studies: Marine Engineering Students’ Opinion

Bartuseviþiene & L Rupšiene

Lithuanian Maritime Academy, Klaipeda, Lithuania

The effectiveness of studies is closely linked to the quality of education, with student achievement assessment playing a crucial role in this relationship Key components influencing study effectiveness include the frequency of assessments, the methods employed, the feedback provided, and the involvement of students in the assessment process, such as self-evaluation A 2010 survey of 132 marine engineering students confirmed that these assessment components positively impact study effectiveness when implemented appropriately.

G Madaus and J Hastings (1981) researches revealed that frequent assessment helps to enhance students’ learning motivation and self-esteem

J Herman, E Osmundson, C Ayala, S Schneider and M Timms (2006), P Wolf (2007) proved that the information collected during frequent assessment about students’ achievements and learning problems helps teachers to correct teaching and learning process P Wolf (2007) highlighted, that frequent assessment allows pointing out teachers’ and students’ attention to the most important parts of study program; if the learners are used to be assessed they ac- quire very important additional assessment skill, which will be valuable in future; the assessment helps to develop critical thinking and long life learning strategies The analysis of ideas of mentioned and other scientists lets ascertain that several components of assessment of students’ achievements are especially important: frequency of assessment, assessment methods, feedback characteristics, and self-evaluation

The shift in the teaching and learning paradigm in higher education is leading to significant changes in how student achievements are assessed and the methods used for assessment Traditionally, summative assessment has been the primary focus, designed to measure student achievements, evaluate performance through grades, and classify students based on these grades for the issuance of diplomas and certificates (Butcher, Davies, and Highton, 2006).

When the traditional summative assessment is used, students’ efforts are directed only to pass examina- tion (test) Students are eager to get higher grade

Assessment tasks can negatively impact both student and teacher motivation if overused, as noted by Harlen and Deakin Crick (2003) In the modern educational paradigm, there is a shift towards emphasizing the learning process, with assessments primarily serving formative purposes While testing remains a vital component of formative assessment, it is now viewed as a diagnostic tool to identify students' learning challenges Methods such as portfolios, laboratory work, research, and problem-based tasks are increasingly utilized for their formative benefits The integration of assessment with teaching and learning highlights its role as a valuable learning tool, as discussed by Dochy and McDowell (1997).

Assessment in this case is aimed to develop learning friendly environment and ensure achievement of high students learning results (Barr and Tagg, 1995)

In modern educational assessment, it is essential to evaluate students' understanding not only at the end of a course but throughout the learning process This approach emphasizes continuous assessment, where students' achievements are measured at the beginning, during, and at the conclusion of their studies By breaking course content into smaller segments, students are encouraged to engage in ongoing study, ensuring they are consistently prepared for frequent assessment events.

At the end of the course, students face less material for final exams, reducing tension and stress since a single failure does not impact their overall academic record However, without regular assessments, students often delay studying until just before exams, leading to short-term knowledge retention (Bloom, Madaus, and Hastings, 1981) Research indicates that while assessments do not need to occur in every lesson, maintaining a clear and comprehensive assessment system that is easily understood by both students and teachers is beneficial (Herman et al., 2006).

Students' self-evaluation is the process by which individuals assess their own performance and study effectiveness This ongoing feedback mechanism plays a crucial role in enhancing learning outcomes, as highlighted by various studies (Andrade and Boulay, 2003; Rust, Price, and O’Donovan, 2003; Isaksson, 2008; Paris and Paris).

Self-evaluation encompasses various processes, including self-assessment, self-testing, and reflection, all designed to enhance decision-making Research indicates that engaging in self-evaluation can lead to improved academic outcomes (Andrade and Boulay, 2003; McDonald and Boud, 2003; Irving, Moore, and Hamilton, 2003).

Feedback is essential for enhancing student performance, as it involves insights from various sources such as teachers, peers, parents, and self-assessment (Hattie and Timperley, 2007) Regular assessment of student achievements leads to improved outcomes, especially when accompanied by prompt and constructive feedback (Bloom, Madaus, and Hastings, 1981).

Black and Williams, 1998; Ramsden, 2003; Nicol and Macfarlane-Dick, 2006, etc.) The investigations revealed problematic aspects of feedback if only grades (marks) are provided For example,

S Brown and A Glasner (1999), W Harlen and

R Deakin Crick (2003) claimed that each test or assessment answer doesn’t encourage the process of learning, as students draw all their efforts to getting better marks, thus avoiding the process of real sub- merging into the subject This fact has negative influence upon learning motivation B Bloom,

G Madaus and J Hastings (1981) state, that if un- successful student‘s work is always evaluated by low grade (mark), his learning motivation decreases

However, S Brown and A Glasner (1999) noticed that if teachers did not put assessment marks students did not put effort to study more

While students' opinions on the impact of assessment arrangements on study effectiveness cannot definitively prove a hypothesis, they serve as a valuable supplementary method alongside more reliable approaches Understanding students' perspectives holds both theoretical and practical significance in the context of educational assessment.

Comparing students' opinions with theoretical insights on assessment is crucial for evaluating the effectiveness of the investigated phenomenon From a practical perspective, gathering students' feedback is essential for improving the assessment of their achievements, ultimately enhancing the overall effectiveness of their studies.

The empirical research focused on understanding students' perceptions of how assessment of their achievements impacts their study effectiveness Specifically, it aimed to explore the views of marine engineering daytime students regarding the influence of periodic evaluations on their academic performance.

In spring 2010, a survey was conducted involving 132 marine engineering students from the Lithuanian Maritime Academy, representing 95% of the total population across all study years in the program.

The survey was carried out in May-June 2010

Questionnaires were distributed personally to students after obtaining official permission from the head of the Academy, ensuring ethical compliance Participants were informed about the research objectives and provided with specific instructions for completing the questionnaires Designed to maximize anonymity, the questionnaires ensured that respondents could not be identified through their responses.

Papachristos & N Nikitakos 14 Methodological Approaches to the Design of Business Games and Definition of Marine

Dept Shipping, Trade and Transport, University of Aegean, Greece

This study explores student satisfaction and happiness with e-learning systems, including platforms, e-games, and simulators, using neuroscience methods Conducted at the Faculty of Merchant Officers, Marine Academy of Aspropyrgos, the research employs a gaze tracker to monitor eye movements, assessing the level of satisfaction among students using a simulator The findings integrate both qualitative and quantitative approaches to provide a comprehensive evaluation of the learning experience.

Cognitive neuroscience, which examines behavior and its external influences alongside the mechanisms of the nervous system, enhances our understanding of users' physiological responses In marine education and training, researching student satisfaction through objective standards, such as biometrical measurements, provides a valuable framework for interpretation.

Cognitive neuroscience provides insights that enhance our understanding of the satisfaction effect, offering new perspectives on adult education For marine professionals, the integration of knowledge acquisition and skill development, aligned with specific standards, is essential This understanding can lead to improved design of e-learning software, enabling developers to enhance product effectiveness and learning success.

(Goswami, 2007, IMO, 2003, Papachristos and Ni- kitakos, 2010, Kluj, 2002)

The proposed research procedure focuses on modeling student satisfaction in marine education by evaluating the user interface of the MATLAB simulator This study is conducted at the Faculty of Merchants.

A study conducted by officers at the Marine Academy of Aspropyrgos utilized random sampling to assess student satisfaction with the MATLAB simulator The research aimed to evaluate both the effectiveness of the simulator in enhancing educational outcomes and the overall satisfaction of students with its use.

MATLAB from the user’s point of view

This research will employ a mixed-methods approach, integrating qualitative and quantitative methodologies alongside neuroscience tools, such as gaze tracking The aim is to harness the strengths of these methodologies, achieving measurable results and variable testing through quantitative analysis, while also providing interpretative and explanatory insights from qualitative research Additionally, the use of neuroscience tools will facilitate more objective measurements by observing users' physiological data.

The study employs a quantitative research approach using questionnaires to gather measurable data on user satisfaction with the MATLAB educational simulator Additionally, qualitative research through semi-structured interviews will explore the underlying reasons for user satisfaction and validate neuroscience tool measurements alongside quantitative findings To enhance accuracy, a gaze tracker will be utilized for precise measurement The research procedure is illustrated in Figure 1.

The evaluation of user satisfaction encompasses several key parameters, including overall system usability, the effectiveness of the learning scenario, user engagement, and interface friendliness The research findings highlight the importance of aligning gaze tracking measurements with questionnaire results and, more critically, interview outcomes to assess educational effectiveness and user satisfaction.

The evaluation aims to establish measurement patterns aligned with psychological characteristics This learning scenario was designed in accordance with the STCW’ 95 educational standards for Merchant Officers, in collaboration with the Marine Academy of Aspropyrgos staff.

Human vision is a complex process involving both physical limitations and perceptual constraints It encompasses the physical reception of external stimuli and the subsequent interpretation of these stimuli While gaze tracking and pupil observation have been studied for years, advancements in technology have enhanced their viability, particularly for measuring usability (Duchowski, 2003).

Eye movements can indicate the level of cognitive effort required to process screen content, highlighting both the challenges and ease of comprehension Optical measurements primarily concentrate on these aspects of visual interaction (Dix et al., 2004; Goldberg and colleagues).

The experiment, based on the methodologies of Kotval (1999) and Dix et al (2004), focuses on analyzing eye movement patterns, focal points, and pupil variations The chosen optical measurement technique allows for the observation of both eye and head movements over time, facilitating a comprehensive understanding of user behavior during the experiment.

“Face Analysis” software developed by the Image,

Video and Multimedia Systems Lab (IVML) ĲȠȣ

National Technical University of Athens (NTUA) is applied in collaboration with a Web camera con- nected to the computer hosting the research subject

(MATLAB) (Asteriadis et al., 2009) That software records (parameters): (a) Eye gaze vector: vertical and horizontal movements (2 floats), (b) Head Pose

The vector consists of pitch and yaw, represented as two normalized floats Additionally, the distance from the monitor is indicated by a float value, where a value of approximately 1 signifies a fixed distance, values less than 1 indicate moving away, and values greater than 1 indicate coming closer.

Head roll: roll comes in degrees (1 float) The whole data recording and analysis procedure is shown in the following figure (Fig.3)

Figure 3 Optical Data Recording and Analysis procedure

In January 2011, a random sampling was conducted at the Information Technologies Laboratory of the Marine Academy of Aspropyrgos, involving 11 students (9 male and 2 female) who underwent a specific experimental procedure The learning and medical profiles of the sample, as detailed in Table 2, demonstrate homogeneity Additionally, the initial processing of the Matlab gaze tracker data revealed valuable insights, as presented in Tables 3 and 4.

Semester E (9) E (2) Pass “Control System & - - Matlab” course

Study “Control System & (9) (2) Matlab” course

No pass ”Control System & - - Matlab” course

Level computer using (No Use, Basic, Medium, M(6),B(2)A(1) B(1), M(1) Advance)

* (frequency) Table 2 Structure of medical-learning profile

Strabismus N*(9) N(2) Monochromatism N (9) N (2) Eye disease N (8), N, Y(1-myopia,astigmatism) Y*(1-myopia) Eye operation N(9) N(2) Dyslexia N(8), Y(1) N(2)

* N: No, * Y: Yes, * (frequency) Table 3 1 st Data Set of Sample

Time (min) Eye gaze vector Eye gaze vector (aprox.) vertical horizontal

Table 4 2 nd Data Set of Sample

Dist_monitor Head roll Head pose Head pose vector pitch vector yaw

Initial findings indicate that men completed the task more quickly than women Interestingly, women demonstrated greater familiarity with Matlab and control systems, answering more questions than their male counterparts Additionally, both genders tended to move closer to the screen during the observation.

Moyseenko & L Meyler 15 A Door Opener: Teaching Cross Cultural Competence to Seafarers

Considerations on Maritime Watch Keeping Officers’ Vocational Training

C Stan & N Buzbuchi 17 Simulation Training for Replenishment at Sea (RAS) Operations: Addressing the Unique

The maritime training system is essential for developing competent individuals in the maritime field, particularly through vocational training for deck officers This system focuses on enhancing skills and knowledge acquired during practical experience on board ships, ensuring that trainees become proficient and capable professionals.

Many believe that vocational education should be recognized as a valid training pathway for operational roles, while traditional academic studies are essential for both operational and managerial positions This perspective advocates for a balanced approach to education, integrating vocational training with academic qualifications to enhance workforce readiness.

It is impractical to fulfill the required number of training hours for managerial positions within just two years of study.

This article outlines an educational framework and assessment system for vocational training of maritime deck officers, taking into account previous evaluations and the current state of the Romanian maritime training system.

The vocational training program for deck officers should focus on the STCW Convention requirements, emphasizing essential functions such as navigation, cargo handling and stowage, operational control, and the safety and care of individuals on board.

The proposed modular system will consist of eight modules focused on navigation, four modules dedicated to cargo handling, two modules for operational control and passenger care, and two additional modules covering complementary knowledge in electronics, marine engines, and onboard equipment beyond navigation.

Module 1: Coastal navigation and celestial navigation

Module 2: Navigation equipments and ship handling

Module 3: Radar and electronic navigation

Module 4: Voyage planning, Bridge Team Man- agement, Collision Regulation

The modules about controlling operations and care for the persons on board are:

Operation and maintenance of the ship

Also, adjacent to these principal modules will be other two modules dedicated exclusively to the compulsory IMO Courses, grouped in the basic and advanced courses

This structure will be distributed on four semes- ters as:

First semester: Coastal Navigation, part of complementary courses as electronics and on board equipments other than navigation ones and basic

Second semester: Coastal Navigation, Celestial

Navigation, Navigation Equipments, Ship Han- dling, Operation and maintenance of the ship,

Cargo handling and stowage and marine engine;

Third semester: Radar Navigation, Electronic navigation, Collision Regulation, Cargo handling and stowage, Search and Rescue Operation;

Fourth semester: Radar Navigation, Voyage Planning, Bridge Team Management, including Human Factor and advanced IMO Courses

A semester lasting between 16 to 18 weeks is deemed sufficient to encompass the necessary structure and fulfill the total training hours mandated by the STCW Convention.

The arrangement of the modules during the se- mesters permits to structure the knowledge in a natural order and thus, to have continuity

To ensure a coherent learning experience, it's essential to arrange the modules in a logical sequence, where foundational knowledge from earlier modules supports the understanding of subsequent ones For instance, placing Coastal Navigation before Celestial Navigation or Radar Navigation is crucial, as Coastal Navigation provides the necessary basics for all advanced navigation courses.

The introduction of the IMO courses is necessary in order to proceed to the certification as deck officer at the end of the training period

When developing training courses, it is essential to recognize that trainees come with prior shipboard experience and existing knowledge Therefore, it is important to assess their current understanding and actively engage them in the training process to enhance their learning and comprehension.

Vocational training in the maritime field aims to develop competencies that build upon the skills acquired during sea service.

Any competence based system must be managed within recognized arrangements for assuring quality

The revised STCW Convention outlines the essential requirements for a quality standards system, as detailed in Regulation I/8 This includes comprehensive guidelines for training courses, examinations, and the qualifications of instructors and assessors Additionally, Regulation I/6 mandates that all training and assessments adhere to documented programmes and procedures to ensure the attainment of the required competence standards, which must be conducted and supervised by qualified individuals in accordance with the convention.

Defining the necessary competence standards is crucial for assessors to make objective judgments; without these standards, assessments may rely on personal opinions and individual experiences It is essential to clearly outline the required level of competence within these standards to ensure consistency and accuracy in evaluations.

Assessment is the process of obtaining and comparing evidence of competence with the standards

The sources of evidence could be:

Direct observation: in-service experience, laboratory equipment training, simulation

Skills, proficiency and competency tests

Questioning techniques: written, oral, by computer

The effectiveness of shipboard activities relies on the competencies and skills of the crew, highlighting the importance of a robust maritime training system designed to cultivate competent individuals for the maritime industry A key component of this system is vocational training for deck officers, which plays a crucial role in developing competencies that build upon the skills and knowledge gained during practical experience aboard the ship.

Vocational training offers a practical alternative for individuals in the maritime field who may not have the time for a four-year degree This training allows active professionals to enhance their skills and qualifications, providing them with opportunities to advance to higher positions on board as officers.

The training program must meet the STCW Convention requirements while equipping trainees with essential knowledge for their future roles Utilizing a modular approach is beneficial, incorporating traditional nautical sciences such as navigation, cargo handling, ship handling, regulations, and communication skills.

Doyle 18 Teaching or Learning of ROR

Bornhorst 20 MarEng Plus Project and the New Applications

Maritime Account Simulation Products, Rheinmetall Defence Electronics GmbH, Germany

Emergency Response, Crew Resource Management, and Crisis Management are crucial components in the education and training of nautical officers and engineers The growing size of cargo and passenger ships, alongside a reduction in crew numbers and the complexity of electronic support systems, necessitates enhanced preparedness for unexpected maritime emergencies This need is underscored by the implementation of the Manila Amendments, effective January 1, 2012 However, training crews effectively for high-stress situations—such as onboard fires, water inrush, evacuations, or maritime piracy—poses challenges, particularly when aiming to avoid complex and costly training scenarios.

Modern simulation systems are globally recognized for their ability to enhance training effectiveness, intensity, and cost-efficiency In response to these needs, Rheinmetall Defence Electronics has recently launched an innovative simulator, the “Safety and Security Trainer SST 7,” designed to meet these evolving training requirements.

This emergency management simulator utilizes advanced 3D serious gaming technology to create realistic training scenarios for emergency teams Its primary objective is to enhance skills in analysis, decision-making, conclusion formulation, and communication during critical situations Participants engage in exercises that closely mimic real-life emergencies, ensuring effective preparedness and response.

Many safety exercises fail to simulate real-life scenarios effectively, leading crew members to take them less seriously The lack of realistic stress during these drills can hinder their ability to respond appropriately in actual crisis situations.

In order to provide a solution by means of a high fidelity and professional simulation system

Rheinmetall Defence Electronics GmbH / Germany started the design and development of its

Maritime Safety and Security Trainer SST 7

Figure 1 Example for a room layout, safety office including beamer in centre

Today RDE is able to offer the first holistic training and education system for Safety and Security at

The concept of maritime safety and security encompasses a wide range of critical concerns, including onboard fires, water ingress, collisions, grounding incidents, man overboard situations, evacuation procedures, ship damage or destruction, hijacking, seizures, and potential attacks It also addresses the misuse of vessels as weapons or for causing incidents, highlighting the importance of comprehensive safety measures in maritime operations.

The system provides a perfect combination of simulated emergency scenarios including introduction of technical malfunctions and a most realistic training environment

The new Safety and Security Trainer SST 7 comprises amongst others the following highlights: covers all ISPS required training aspects, from

Advanced Fire Fighting to Ship Security / Com- pany Security Officers Training and Crowd and

Crisis Management is in accordance with new Manila Amendments

The Safety and Security Trainer offers two training modes: team training and individual student training Utilizing modern 3D visualization based on a serious game engine, it allows for immersive training scenarios, such as container vessels or Ro/Pax ferries Additionally, the trainer can be customized to meet specific customer requirements, enhancing the training's effectiveness It also features debriefing capabilities, including exercise replay and assessment options for improved learning outcomes.

The Safety and Security Trainer SST 7 offers versatile training options, allowing for both team and individual student training In team mode, participants collaborate on a single ship, enhancing communication, interaction, and decision-making skills during emergency scenarios Alternatively, students can engage in personalized exercises on their own ships, focusing on individual skill development.

The simulator offers detailed 3D graphical representations of every deck, showcasing complete functional systems such as electrical systems, engines, and rudders It also provides real-time communication capabilities, mirroring the experience aboard a real ship These features are the key functionalities that define the simulator.

Onboard most ships, the crew managing emergency situations is structured into a bridge team, a ship safety office, and local teams, which serves as the model for the SST7 installations The SST7 setup features instructor and trainee workstations organized into these teams, each equipped with two monitors—one for situational awareness and the other for action guidance—along with a keyboard, mouse for virtual navigation, and a headset for communication.

The instructor is responsible for setting up the simulator, preparing, starting, and monitoring the exercise, and conducting the subsequent debriefing They can initiate the system in various modes, including team training and student training.

In team training, a single assignment is utilized for the bridge team, the ship safety office, and various local teams, while instructors can take on roles such as additional crew members or shore-based units Conversely, in student training, each trainee independently manages their assigned ship and must fulfill all roles In both training modes, the instructor can introduce malfunctions and oversee the entire exercise.

119 munication, including recording of data and communication

The SST 7 features a virtual 3D ship model, currently offering two fully modeled options: a 4500 TEU container carrier and a combined RoRo/Passenger ferry These ships are type-free, ensuring they align with real-world vessels without representing any specific ship, though custom models can be created upon request.

Each trainee represents a crew member at a workstation, guiding a virtual avatar through the ship using a keyboard and mouse They perform various operations, such as analyzing sensors and utilizing firefighting equipment Throughout the exercise, crew members maintain communication through direct conversation, intercom, or walkie-talkie, ensuring effective collaboration.

Figure 3 View on cardeck of a Ro / Pax Ferry

Figure 4 Three "crew members" during an exercise

A sophisticated VoIP (Voice over Internet Protocol)

The communication system enables realistic interactions among crew members, allowing them to converse when their avatars are in the same room If they are apart, communication can occur via intercom or walkie-talkies, provided the avatar is equipped with such devices Additionally, public announcements can be made, and all communication is recorded for comprehensive debriefing purposes.

The SST 7 simulation is built on a foundation of diverse mathematical and physical models aimed at closely mimicking real-world processes Its primary objective is to create the most realistic training environment possible Key physical models encompass ship systems, automation systems, fire and smoke dynamics, fire extinguishing mechanisms, sensor functionality, water inrush and stability, human health considerations, and safety equipment.

Derived from RDE´s well known and mature Ship Engine Simulator SES 7 important ship systems (e g propulsion, ballast system, power supply) are implemented, completed by various automation systems

KatarzyĔska 21 Methods of Maritime-Related Word Stock Research in the Practical Work of a Maritime

Gdynia Maritime University, Gdynia, Poland

The MarEngPlus project, conducted from 2008 to 2010, involved partner organizations from various European countries enhancing the existing Maritime English Learning Tool, MarEng This initiative introduced elementary-level materials and new topics such as Maritime Security and Marine Environment, thereby broadening the tool's user base and encouraging lower-level learners to engage with maritime English Additionally, the project provided valuable experience for new partners in developing a collaborative language learning resource.

Turkish Maritime Education Foundation, Institute of Maritime Studies, Turkey,

The external evaluator of the MarEng Plus project is prof Clive Cole from the World Maritime Univer- sity in Malmoe, Sweden

3 WHAT’S NEW IN MARENG PLUS

The MarEng Learning Tool offers intermediate and advanced learning materials focused on various maritime topics It is designed around the concept of a virtual vessel that navigates through diverse language usage scenarios encountered both in port and onboard.

The aim of creating new material into the Ma- rEng Learning Tool is to widen the user base of the

The MarEng Plus project has led to the addition of two new topics—Transport Security and The Environment—along with elementary level learning materials and a Teacher’s Manual in the Tool.

The MarEng Plus project offers a new elementary level which includes:

The MarEng Plus project also includes two new topics at intermediate and advanced levels:

It also includes Teacher’s Manual and Answer

Key Another new feature is the mobile phone application of the Maritime English glossary

The MarEng Plus project materials can be used online and are freely available on the internet at http://mareng.utu.fi

To enjoy the new MarEng Plus material, you should order a copy of the CD-ROM for free or download it on your computer from this site

All of the MarEng Plus material is English-

The article focuses on practical English language usage in real-life maritime scenarios, including on ships and in ports This new material aims to expand the audience and inspire learners at various levels to engage with maritime English.

Figure 1 MarEng Plus project logo

6 CREATING ELEMENTARY LEVEL AND TEACHER’S MANUAL

Feedback indicates that beginner-level English learners require additional resources, as the current MarEng learning tool only offers intermediate and advanced levels.

Teachers utilizing the MarEng tool recognize the potential for enhancing their teaching efficiency through the development of a comprehensive teacher’s manual As a key component of the project, the creation of an elementary level teacher’s manual will be prioritized to support educators in their instructional efforts.

In summary, the Maritime Security section is essential for course development, serving as both primary and supplementary material to equip students and seafarers with the knowledge needed to address challenges like piracy, stowaways, ISPS code implementation, and Ship Security Assessment encountered during their maritime duties.

The MarEng Plus project enhances Maritime Security by providing valuable resources for both students and teachers, accessible at http://mareng.utu.fi Funded in part by the EU Leonardo da Vinci programme, the materials are available free of charge for practical use.

During the ppt presentation, time permitting, the author would like to show one of the sections on Maritime Security e.g the section on stowaways and some of the exercises

For comprehensive information on maritime projects, visit the official MarEng Project website at http://mareng.utu.fi/ To explore the ISPS Code and related services, refer to DnV's dedicated page at http://www.dnv.com/industry/maritime/servicessolutions/statutoryservices/isps/ For insights into human rights, access the European Convention on Human Rights at http://human-rights-convention.org/ and the United Nations Declaration on Human Rights at http://www.un.org/en/rights/ Stay updated on severe weather conditions through NOAA at http://www.spc.noaa.gov/, and find global maps at http://www.mapsofworld.com.

Maritime Education and Training International Recent Issues about ECDIS, e-Navigation and Safety at Sea – Marine Navigation and Safety of Sea Transportation – Weintrit & Neumann (ed.)

In contemporary MET education, there is a clear emphasis on skills development rather than solely on knowledge delivery This focus on practical methodology has led to significant achievements in various fields.

English speaking countries but depends a lot on national tradition existing in the system of education

Insufficient language proficiency among seafarers often arises from the varied methods employed by practical specialist lecturers and language teachers This issue is particularly evident when seafarers compare their English language skills with those of their multilingual crew members Coordinating efforts between professional and language educators is crucial, as it raises important questions about the roles and responsibilities of each party Addressing the need for effective maritime English (ME) teaching methods and materials that align with international standards is urgent To facilitate this, we propose initiating a dialogue to explore the challenges and outcomes in practical teaching, focusing on resources like Student Course Books and maritime vocabulary We believe this discussion will enable a comprehensive analysis of all aspects of maritime education.

English in use and to draw conclusions about the neccessity of taking them into account when developing the basics of Maritime English linguistic and methodological concepts

2 LINGUISTIC ASPECT OF MARITIME ENGLISH TRAINING

Researchers highlight the global significance of English, often referred to as Global or International English, particularly as a lingua franca in multinational environments Maritime English serves as an operational language with specific limitations tailored to the merchant marine sector A linguistic analysis reveals a substantial lexical "burden" of specialized terms, a limited range of grammatical structures, and distinct phonetic characteristics unique to Maritime English These specific features present challenges in mastering maritime terminology, where each term not only functions as a language unit but also embodies concepts within a specialized field of knowledge.

Incorporating essential linguistic factors into university curricula can enhance the effective training of aspiring deck and engineering crew members However, many professionals argue that Maritime English is just one aspect of the broader English language needed for diverse communication contexts The integration of General English with Maritime English is crucial when creating teaching and learning materials, such as textbooks and self-assessment tests, that include specialized terminology.

21 Methods of Maritime-Related Word Stock Research in the Practical

Work of a Maritime English Teacher

Demydenko

Somali Piracy: Relation Between Crew Nationality and a Vessel’s Vulnerability to Seajacking

Coutroubis & G Kiourktsoglou 23 Influence of Pirates' Activities on Maritime Transport in the Gulf of Aden Region

University of Greenwich, London, United Kingdom

This study aims to determine if specific nationalities of maritime crews are more or less susceptible to piracy off the coast of Somalia due to ethnic or cultural factors.

Such groups (if there are any) in effect indirectly ‘support’ Somali piracy and for this reason they are being re-ferred to throughout the paper as “Passively Supportive Crews”

The method (and the rational) in use within this paper is straightforward Over a three and a half year period

(2007 – June/2010) an analysis is being conducted of all the reported (to the I.M.O and I.M.B.) attacks in the region off Somalia

The analysis examines the crew composition of vessels that were attacked, with particular emphasis on those ships whose crews ultimately fell victim to piracy and were successfully hijacked.

— one by Yemeni forces and one by the French — and another died in captivity The fourth was killed by a bullet during the attack

In 2009, the average ransom demanded by pirates reached approximately $2 million, contributing to a total of about $100 million in illicit gains for that year By April 2010, industry officials reported that two significant ransoms paid amounted to around $3 million and $7 million, highlighting the escalating trend in ransom demands.

An industry analyst notes that there are both commercial and humanitarian factors at play, emphasizing that it is often more cost-effective to pay a slightly higher amount promptly rather than a lower amount over an extended period This approach helps mitigate additional costs such as sailor compensation, lost work time, and potential decreases in cargo value.

As we are still tackling piracy in accordance with the ‘International Law in Time of Peace’, it is a mat- ter of cooperation between the various stakeholders

It is in this goal that Private (Vessel Owners, Ship

Management Companies), National (Flag States,

Port States) and Supranational (UN, IMO, EU etc) interests and objectives should converge

Many mistakenly think that off-the-shelf solutions like barbed wire, high-pressure water hoses, or armed guards can effectively combat piracy on their own This belief is a costly and potentially fatal fallacy True security against piracy can only be achieved through collaboration among various authorities and market players to establish a comprehensive protective environment.

Maritime Security to come to fruition

All in all, as the Athenian philosopher Socrates put it squarely right some 2,500 years ago: “The

Man is the Ultimate measure of Everything… ”

Despite significant economic globalization reducing national barriers over the past four decades, labor has not achieved the same level of global mobility as capital and finance Labor remains primarily organized at local and national levels, with states maintaining substantial regulatory control through immigration restrictions Additionally, cultural and language barriers, along with differences in education, training, and qualification systems across countries, further hinder the international movement of labor.

However, in shipping, the growth of the Global

The labour market for seafarers has seen a notable increase in mobility over recent years, driven by the international standardization of training and certification This dynamic, coupled with the use of English as the universal language in the maritime industry, uniquely characterizes the seafaring profession.

Ship-owners have, over the years, designed crewing policies which enable them to increase their competitive advantage in terms of cost effectiveness

These policies direct their recruitment strategies and have, over the years, resulted in increasing the prevalence of seafarers from low-wage developing countries

In 2005, the global supply of seafarers was estimated at 466,000 officers and 721,000 ratings, according to BIMCO/ISF While OECD countries, including North America, Western Europe, and Japan, continued to be vital sources of officers, Eastern Europe has seen a notable rise in officer numbers Additionally, the Far East, South East Asia, and the Indian subcontinent emerged as the largest suppliers of ratings and are quickly becoming significant contributors to the officer workforce.

On the other hand, the 2005 estimate of worldwide demand for seafarers was 476,000 officers and 586,000 ratings

2 SOMALI PIRACY (INTERNATIONAL MARITIME BUREAU, 2007-2010 Q2 REPORTS)

2.1 Review of the recent past (January 2010 – June

Somali pirates attack vessels in and around the following areas:

Coasts along the northern, eastern and southern Somalia;

Western Indian Ocean (more than 1,000 nm away from the eastern Africa basin);

Seas off the coasts of Kenya, Tanzania Sey- chelles, Madagascar and Oman;

Straits of Bab el Mandeb

Between January and June 2010, there were 100 reported incidents involving suspected Somali pirates, affecting various geographical locations A total of 544 crew members were taken hostage, with 10 individuals injured The attacks included 51 incidents off the East and South coasts of Somalia, 33 in the Gulf of Aden, 14 in the Southern Red Sea, and 2 in the Arabian Sea, resulting in 27 vessels being hijacked during this timeframe.

As of the 30 th of June 2010, suspected Somali pirates held 18 vessels for ransom with 360 crew members of various nationalities as hostages

Somali pirates attack all kinds of vessels: General Cargo, Bulk Carriers, Tankers, Ro-Ro, Liners, Fish- ing vessels, Sailing Yachts and Tugboats

The piratical activities peak each year from Sep- tember until April and then their numbers start to drop due to the monsoons that prevail in the area On

24270_txt_Weintrit_MO4.indd 130 17/05/2011 10:20:43 17/05/2011 10:20:43 a 24 hr per day analysis basis, the most dangerous periods for piratical attacks are the dusk and the daybreak

Table 1, Vessel Seajacks off Somalia from January 2007 till

Source: International Maritime Organisation, I.M.O., Monthly

Reports on acts of piracy and armed robbery against ships from

Somali pirates have significantly evolved their weaponry and tactics over the years, now employing automatic rifles and rocket-propelled grenades (RPGs) Additionally, they have transitioned from using dilapidated fishing boats to utilizing large pirated trawlers as mother ships, which support smaller attack units during their operations.

For the purpose of the present analysis a compilation has been created of all the successful vessel seajacks off Somalia (Table 1)

The compilation provides essential details about each vessel involved in seajackings, including the vessel's name, type, flag, gross tonnage, and the date of the incident, with a particular focus on the nationalities of the crew Between January 2007 and June 2010, a total of 81 seajackings were recorded, showcasing a diverse range of vessel types, registries, and gross tonnage.

Based on the compilation a matrix was produced on the crew nationalities of the vessels which even- tually succumbed to the Somali Pirates and they were taken to captivity (Table 2)

Table 2, Break Down of Seajacked Vessels Crew Nationalities (Vessel Seajacks off Somalia from 2007 till June 2010)

Source: Various Internet based Press Reports

It seems that mainly the citizens of the Philip- pines (26.58%), India (9.02%), China (6.58%), Tur- key (5.56%), Russia (5.49%), Ukraine (5.29%) and

Thailand (5.22%) bore the brunt of Somali Piracy

The incident compilation also enabled the pro- duction of the phenomenon’s statistical profile in terms both of the vessel type (Table 3) and registry

Table 3, Types of Vessels successfully Seajacked off Somalia from 2007 till June 2010

TYPES OF VESSELS SEAJACKED (2007-June/2010)

Table 4, Flags of Vessels successfully Seajacked off Somalia from 2007 till June 2010

FLAGS OF VESSELS SEAJACKED (2007-June/2010)

Somali pirates have demonstrated a notable preference for bulk carriers, accounting for 23.4% of all sea jacks during the study period, as well as for vessels registered in Panama, which make up 20.2% of incidents These findings align with industry trends, as bulk carriers constitute 35% of the international high-seas commercial fleet, while the Panama Registry is the largest globally, representing 14% of the total fleet.

International Fleet under its flag

3 COMPARATIVE STATISTICS ON CREWS OF

In 2003 the Seafarers International Research Centre

(S.I.R.C.) of Cardiff University published its most recent report / survey on “The Global Labour Mar- ket for Seafarers Working aboard Merchant Cargo

Ships” (The Global Labour Market for Seafarers Working aboard Merchant Cargo Ships, 2003)

The Philippines leads the global seafarer labor market, with Filipinos representing 28% of the studied sample Other nationalities, including Russians, Indians, Ukrainians, and Chinese, each account for approximately 6% to 7% Following these are Turkey, Indonesia, Poland, Greece, and Myanmar, listed in descending order of representation.

Table 5A, % of Nationals in Crews of Seajacked Vessels

% OF NATIONALS IN CREWS OF SEAJACKED VESSELS

The article highlights various countries including the Philippines, India, China, Turkey, Russia, Ukraine, Thailand, Sri Lanka, Romania, Bulgaria, the USA, Burma, Indonesia, France, Syria, Egypt, Poland, Georgia, Greece, Kenya, South Korea, Nigeria, Tuvalu, Yemen, Italy, Pakistan, Vietnam, Iran, Bangladesh, Denmark, Germany, the UK, Croatia, Ghana, Mozambique, Singapore, Somalia, Taiwan, Cameroon, Estonia, Fiji, Hong Kong, Ireland, Japan, Lithuania, Saudi Arabia, Serbia, and Slovakia.

Source: The Global Labour Market for Seafarers Working Aboard Merchant Cargo Ships (2003) and Various Internet based Press Reports

Table 5B, % of Nationals in Crews of Seajacked Vessels

% OF NATIONALS IN CREWS OF SEAJACKED VESSELS

Ru ssia Uk ra in e Tha ila nd

Ro m an ia Bulg ar ia

U S A Bur m a Ind on es ia

Source: The Global Labour Market for Seafarers Working Aboard Merchant Cargo Ships (2003) and Various Internet based Press Reports

These ten nationalities constitute 70% of the total sample

Filipino seafarers make up over a third of all ratings, highlighting their dominance in the ratings labor market Compared to other nationalities, even those in the top ten, Filipinos represent a significantly larger group, making other nationalities appear as minor players in this sector.

Duda & K Wardin 24 Preventive Actions and Safety Measures Directed Against Pirates in the Gulf of Aden Region

Polish Naval University, Gdynia, Poland

Modern piracy significantly impacts maritime transport globally, particularly in the Horn of Africa and the Gulf of Aden, where it became a major threat around 2008 The resurgence of piracy at the turn of the 21st century has raised concerns due to the critical role of international waters in global trade As pirate attacks increase, their influence on maritime transport and the international community grows, highlighting the urgent need for effective countermeasures.

The Gulf of Aden and the Somali Basin represent a crucial area significantly impacted by widespread issues, which are also prevalent in other regions.

The Somali Basin is closely linked to Somalia, a nation in the Horn of Africa, and the challenges it faces To fully grasp the complexities of piracy in this region, it is essential to have a brief understanding of Somalia as an African country.

2 SOMALIA AND ITS WATERS – A PIRATE-

Somalia has been in the global spotlight for nearly two decades, initially due to a brutal civil war marked by clan conflicts and humanitarian crises, later as a failed state, and more recently as a hub for modern piracy Since the overthrow of President Barre in 1991, the country has lacked a functional central government, resulting in rampant lawlessness and ongoing clan warfare The protracted struggles among warlords, coupled with an inability to address famine and disease, have tragically claimed the lives of up to one million people.

In 1991, following the collapse of the Barre regime, the north-western region of Somalia declared itself the independent Republic of Somaliland Despite its lack of recognition from international bodies, Somaliland has experienced a period of relative stability A significant two-year peace process was facilitated by the Government of Kenya, aimed at fostering stability in the region.

(IGAD), concluded in October 2004 with the elec- tion of Abdullahi YUSUF Ahmed as President of the

Transitional Federal Government (TFG) of Somalia and the formation of an interim government, known as the Somalia Transitional Federal Institutions

(TFIs) President YUSUF resigned late in 2008 while United Nations-sponsored talks between the

TFG and the opposition Alliance for the Re-

Liberation of Somalia (ARS) were underway in Dji- bouti In January 2009, following the creation of a

TFG-ARS unity government, Ethiopian military forces, which had entered Somalia in December

2006 to support the TFG in the face of advances by the opposition Islamic Courts Union (ICU), with- drew from the country The TFIs are based on the

The Transitional Federal Charter (TFC) sets a five-year framework for creating a new Somali constitution and transitioning to a representative government after national elections In January 2009, the Transitional Federal Assembly (TFA) amended the TFC, extending the Transitional Federal Government's (TFG) mandate until 2011 Despite ongoing weaknesses in its institutions, the TFG persists in its efforts to stabilize and govern Somalia.

Somalia's governance landscape is evolving, with efforts directed towards engaging Somali stakeholders and collaborating with international donors These initiatives aim to enhance the governance capacity of the Transitional Federal Institutions (TFIs) and pave the way for national elections scheduled for 2011.

Somaliland is one of several regions in the country that has declared independence and seeks to avoid federal governance Amidst ongoing struggles and widespread starvation, the local population has resorted to piracy, viewing it as a viable means of survival during these challenging times.

In August 2008, Somali piracy surged dramatically, making the waters near Somalia the most pirate-infested globally However, it is important to note that piracy is not widespread throughout Somalia; instead, pirates typically operate from specific regions and utilize select ports to anchor their hijacked vessels.

Piracy thrives in regions with ample sea traffic, making the Gulf of Aden and the Somali Basin particularly lucrative for such activities.

The Gulf of Aden and the surrounding waters of Somalia are crucial for maritime navigation Situated between Somalia's northern coast and the Arabian Peninsula, the Gulf connects the Indian Ocean to the Red Sea via the Strait of Bab el-Mandeb, serving as a vital shipping route.

The Bab el-Mandeb Strait, translating to "gate of tears" in Arabic, is a crucial maritime passage for global trade, with approximately 21,000 vessels transporting goods and crude oil annually from the Persian Gulf to Europe and North America Spanning about 50 km in length and 26 km at its narrowest point, the strait features Perim Island, which divides it into two sections: Bab Iskandar and Dact al-Majun The waters are considered territorial for Yemen and Djibouti, and shipping operates under transit laws In 2007, the strait facilitated the transport of 3.3 million barrels of crude oil daily, contributing significantly to the world total of 43 million barrels per day, primarily destined for Europe, the United States, and Asia This vital waterway is part of the Suez Canal shipping route, linking the Mediterranean Sea with the Arabian Sea, but it is also notorious as "Pirate Alley" due to prevalent piracy activities.

4 The world factbook: Somalia, https://www.cia.gov/library/publications/the-world- factbook/geos/so.html, 22.11.2010

5 The other parts: Xizbul Islam, Hrakat al-Shabab Mujahideen, Unaligned or Neutral, other countries Somalia, http://en.wikipedia.org/wiki/Somalia, 16.11.2010

6 Reports on Acts of Piracy and Armed Robbery against ships, Annual Report 2008, International Maritime Organization

7 Its area - 259,000 km², average depth 1359 m, maximum depth 5390 m (Alula Fartak trench)

24270_txt_Weintrit_MO4.indd 136 17/05/2011 10:20:44 17/05/2011 10:20:44 amount of pirate activity in the area The Strait of

Bab el-Mandeb separates the Gulf of Aden and the

The Red Sea is flanked by military presence on both its African and Arabian coasts, particularly the African side, which has historically experienced border disputes This has led to the establishment of numerous military posts aimed at ensuring the safety and security of the region.

Therefore, the Strait itself is not visited by pirates so often

The data clearly indicates that this route is crucial for maritime oil transportation and beyond, highlighting the need for enhanced safety measures in the region As the shortest maritime passage to Europe and North America, ensuring the security of this route should be a top priority for the international community.

America, allowing to save an average of 6,000 nautical miles and a journey around the Cape of Good

Hope significantly cuts transport time and fuel consumption However, the Suez Canal's width and depth limit vessel movement, forcing some ships to navigate around Africa to reach the Mediterranean and the Americas This issue primarily affects super tankers known as VLCCs (very large crude carriers).

Duda & K Wardin 25 Technological Advances and Efforts to Reduce Piracy

Piracy in the Gulf of Aden emerged as a significant threat to maritime safety in the early 21st century, prompting the international community to implement preventive measures These efforts focus on enhancing the political stability in Somalia, the primary base for pirates, while also establishing specific practices to combat piracy in the region.

To ensure the safety of maritime transport, it is crucial for national centers to address various cultural, political, economic, and social barriers Immediate action is essential in overcoming these challenges.

For these reasons some measures have been under- taken immediately

TRANSPORT IN A SECURE AND SET

CORRIDOR IN THE GULF OF ADEN

During the early months of 2008, security in the

Gulf of Aden was almost solely provided by the

Combined Maritime Forces ("CMF") Combined

Task Force 150 ("CTF-150") At various times CTF-

150 has comprised vessels of the United States, the

United Kingdom, Canada, France, Germany, Aus- tralia, Italy, The Netherlands, New Zealand, Spain,

CTF-150, comprising nations like Portugal, Denmark, and Pakistan, primarily focuses on general maritime security within the context of the War on Terror rather than targeting piracy This coalition operates across a vast expanse of 2.5 million square miles, including the Gulf of Aden, Gulf of Oman, Arabian Sea, Red Sea, and significant portions of the Indian Ocean, typically deploying around 14 ships, including supply vessels, to ensure effective coverage.

During 2008 the number of pirate attacks in the

Gulf of Aden dramatically increased, especially along the coast of Yemen In August 2008, as a result of pressure from the International Maritime

CTF-150 established a Maritime Security Patrol Area (MSPA) in the Gulf of Aden to enhance the safety of merchant vessels by concentrating defensive measures in a smaller area Coalition patrols of warships and aircraft improved the safety of vessels, facilitating better control, monitoring, and quicker responses in the fight against piracy Despite these efforts, the measures only ensured safe passage for some ships and failed to prevent a significant number of hijackings and attacks The situation deteriorated as pirates began to attack more frequently and farther from shore, particularly following the hijacking of the MV Sirius Star oil tanker.

November 2008 2 It was clear that the MSPA did not

1 Knott J., Somalia, The Gulf of Aden, And Piracy , http://www.mondaq.com/article.asp?articleidr910&print

2 Grinter M., Piracy: what is the solution, 15-16, Maritime

Asia December 2008/January 2009 achieve the expected results, and the passage of the vessel inside the corridor involved increasing risk

There were not enough warships patrolling MSPA, and it was quite a widespread area

Figure 1, Maritime Security Patrol Area 2008 (MSPA), source: http://www.eaglespeak.us/2008/08/gulf-of-aden-martime- security-zone.html, 20.11.2010

In early 2009, in response to the increasing piracy activities in the Gulf, the International Recommended Transit Corridor (IRTC) was established, encouraging vessels to navigate in convoys for enhanced safety.

The establishment of a new corridor aimed to enhance the safety of ships by grouping them together, providing protection not only from military threats but also from potential dangers posed by individual vessels within the group This mutual observation among ships significantly increased security during transit Additionally, a larger number of units patrolling the corridor served to deter Somali pirates from targeting these vessels.

IRTC has to secure safe passage through the Bay

The Gulf Aden corridor is strategically divided into two separate tracks for eastbound and westbound shipping, creating a two-mile safety zone that significantly reduces the risk of attacks on vessels Ships navigate at a consistent speed throughout the entire length of this corridor, enhancing safety and efficiency in this critical maritime area.

Entry into the corridor is strictly regulated, with access allowed only during designated times based on vessel speed The corridors are clearly defined for eastward and westward movement, and their narrowing, along with the assignment of vessels according to their speed capabilities, has significantly enhanced the safety of the area for military coalition forces operating within this zone.

3 Trapla M., Metody zwiĊkszania bezpieczeĔstwa statku w kon- tekĞcie wzrostu piractwa, Master’s thesis, Naval University,

Figure 2, International Recommended Transit Corridor, source: http://asianyachting.com/news/PirateCorridor.htm, 20.11.2010

Since the establishment of the Internationally Recommended Transit Corridor in 2009, cruise passengers can enjoy enhanced security against Somali piracy while navigating the Gulf of Aden Prospective travelers can rest easy knowing that travel insurance, adjustments to excursion schedules, and discreet protective measures are in place to ensure their safety.

To make sure that situation is properly handled in

January 2009 was created the CMF's Combined

Task Force 151 ("CTF-151"), commanded by US

Navy Rear Admiral Terence McKnight, with a specific mandate to counter piracy operations in and around the Gulf of Aden, the Arabian Sea, the

Indian Ocean and the Red Sea, thereby releasing

CTF-150 to carry out its original task of anti-drug, anti-smuggling, and other general maritime security operations 4

Although CTF-151 helps efficiently to keep the So- mali waters and the Gulf of Aden secure, it is not the only military mission in the area Since 8 December

Since 2008, the European Union (EU) has been actively engaged in a military operation aimed at deterring, preventing, and suppressing acts of piracy and armed robbery along the coast of Somalia This initiative, known as EU Naval Force, plays a crucial role in enhancing maritime security in the region.

NAVFOR Somalia-operation ATALANTA, was launched in support of Resolutions 1814, 1816, 1838 and 1846 which were adopted in 2008 by the United

The Nations Security Council aims to enhance the safety of World Food Programme (WFP) vessels delivering essential food aid to displaced persons in Somalia, while also ensuring the protection of vulnerable ships navigating the region.

Gulf of Aden and off the Somali coast and the de- terrence, prevention and repression of acts of piracy and armed robbery off the Somali coast

This operation - the European Union's first ever naval operation - is being conducted in the framework of the European Security and Defence Policy (ESDP) 5

Operation ATALANTA aims to protect World Food Programme-chartered vessels and merchant ships while employing necessary measures, including the use of force, to deter, prevent, and intervene against piracy and armed robbery in the operational areas.

The EU Operational Headquarters, situated in Northwood, United Kingdom, oversees military operations under the strategic direction of the Political and Security Committee, which operates under the Council's authority.

The operation, originally planned for twelve months, has now been extended by the Council of the European Union until December Throughout this period, over twenty vessels and aircraft have participated in EU NAVFOR.

2010, and again for another two years, until Decem- ber 2012

The EU NAVFOR Operation Atalanta involves military units from several European countries, including Belgium, France, Germany, Greece, Italy, Luxembourg, the Netherlands, Spain, and Sweden Additionally, third countries like Norway, as well as Malta, Portugal, and the United Kingdom, are contributing to the operation There is also significant collaboration with naval vessels from Russia, India, Japan, and China.

Perkovic, E Twrdy, R Harsch, P Vidmar & Gucma

Systems for Prevention and Control of Communicable Diseases on Ship

Jerome

Coastal Area Prone to Extreme Flood and Erosion Events Induced by Climate Changes: Study

Climate Changes: Study Case of Juqueriquere River Bar Navigation,

Caraguatatuba (Sao Paulo State), Brazil

Arasaki, P Alfredini, A Pezzoli & M Rosso 28 Study of EEOI Baseline on China International Shipping

Escola Politécnica da USP, Sao Paulo, Brazil;Instituto Nacional de Pesquisas Espaciais, S.J.Campos, Brazil

Escola Politécnica da USP, Sao Paulo, Brazil; Instituto Mauá de Tecnologia, Sao Caetano do Sul, Brazil

Politecnico di Torino, Turin, Italy

The IPCC projects a rise in global average temperatures by 2100, leading to significant alterations in winds, waves, tides, currents, and bathymetry, which may heighten the risk of extreme weather events due to climate change The Juqueriquere River, a key waterway on São Paulo's North Coast in Brazil, faces navigation challenges due to shallow channel depths at the coastal bar, allowing only small leisure crafts, fishing boats, and some cargo barges to operate during higher tides This study evaluates the river's navigation conditions by analyzing relative sea level and wave climate scenarios based on decades of meteorological data The findings aim to provide an initial conceptual framework regarding the impacts of climate change on navigation in Juqueriquere, offering essential guidelines for developing master nautical plans.

Figure 1 Location map with significant height and average period local wave roses

Figure 2 Boats moored at the quay, dockyards warehouses and railway terminal (1940 decade) of the English Farm

Figure 3.Heavy cargo equipments using large barges push-pulled by tugs (February 2010)

Figure 4 Annual tidal levels variability (1944 – 2007) for São Paulo State (Brazil) coastline

The Juqueriquerê Catchment covers an area of 430 km² and experiences a long-term average discharge of 11 m³/s It receives heavy rainfall, approximately 3000 mm annually, which leads to significant fluvial sediment transport, floods, and debris flows These phenomena are primarily caused by the steep slopes and altitude of the Serra do Mar mountains, around 1000 m near the coast, where the orographic effect rapidly condenses moisture from the sea.

Fluvial dynamics significantly influence solid transport capacity and the transformation of fluvial and coastal morphology These processes, coupled with frequent and intense flood events, pose substantial risks and damages to populations and infrastructure, particularly in riparian and coastal areas heavily impacted by human activity.

Strong debris-flows occur in this region, because events similar to monsoonal rain rates (higher than

The region has experienced significant rainfall events, with rates reaching 300-400 mm per day occurring over multi-decadal periods Historical records indicate that such intense rainfall has been documented in 1859, 1919, 1944, and the most devastating event in March 1967, which caused extensive damage to the English Farm dockyard, warehouses, and Packing House (Arasaki, 2010).

According to Marquez & Alfredini (2010), the off- shore climate may be described by the ECMWF –

European Centre for Medium-Range Weather Fore- cast – ERAS40 project In Figure 6 are presented the

Hs, significant wave height, and Tz, average period, for the nearest grid point 1958 - 2001 data series

The local wave climate of the São Paulo State coastline, analyzed through Hs and Tz roses, is illustrated in Figure 1 This data, collected from buoy records between 1982 and 1984, was processed using DHI software.

In general, sediment’s samples near the bar show dominance of material like fine sand, silt and clay

According to Venturini (2007), the grain size pro- portion of clay and silt in the first 2.0 m from the bottom surface were 15 to 20% and 35 to 55%, respectively

The waterway is significantly limited by a maritime bar depth of 0.3 to 0.5 meters, based on Chart Datum (MLWS), with a Mean Sea Level (Z0) of 0.7 meters Additionally, the entrance is unstable and experiences seasonal migration According to Bruun's (1978) criteria for overall stability, the preliminary evaluation of the ratio of the spring tidal prism to total littoral drift, known as /Mtot, ranges from 5 to 10.

The total water volume is approximately 1.0 Mm³, with a river discharge contributing to this figure The annual sediment transport, Mtot, influenced by local breaking wave conditions, is estimated at around 0.1 Mm³/year When the ratio is less than 20, the area features extensive bars with minimal depth, characteristic of bar-bypass systems, which rely heavily on strong flushing during the rainy season.

The morphological behavior of the bar is analyzed through seasonal thalweg bathymetric surveys, which are correlated with meteorological conditions, specifically focusing on the accumulated rainfall over the three months prior Notable rainfall events include 382 mm in April 2004 and significant precipitation in March 2009.

634 mm and September 2010: 463 mm Wave climate is also considered

Awareness of climate change impacts in coastal areas vulnerable to extreme flooding and erosion is crucial Key considerations influencing the decision to construct two jetties (rigid structures), maintain dredging (flexible solution), or opt for non-intervention in the waterway include the effectiveness, sustainability, and long-term implications of each option.

Recent observations indicate a consistent trend of rising sea levels, aligning with forecasts from the IPCC Notably, LLW exhibits the highest linear tidal rise rate at 75 cm per century Additionally, there is a general reduction in tidal range As high high water (HHW) levels inundate extensive fluvial areas, tidal prism alterations will occur, leading to increased tidal current velocities that may offset the velocity reductions caused by the decreasing tidal range Consequently, these changes suggest that river bar depths are likely to increase.

The overall rise of the sea will produce more coastal erosion and littoral drift, in opposition to the outcome of issue 5

Recent data indicates a notable increase in both significant wave height and average wave period, with annual averages exceeding 1.5 meters and 8.0 seconds, respectively Additionally, the decadal maximum wave height has risen from 3.9 meters and a period of 13.0 seconds in the 1960s to 4.5 meters and 14.5 seconds in the 1990s, highlighting a trend of increasing swell.

Hence, should be a trend to increase littoral drift, reducing bar depth

In certain areas where mud density is below 1250 kg/m³, the nautical bottom concept (PIANC et al 1997) can be applied, allowing for a reduction in under keel clearance Detailed analyses from surveys conducted in September 2010 and March 2011, which included thorough sampling of the bar and bathymetry, support this conclusion.

Thalweg shifting migration is influenced by various factors, including flood periods that align with monsoon weather patterns The main channel's configuration is primarily determined by rainfall intensity Additionally, the movement between two adjacent thalwegs can occur due to extreme river flow conditions or storm surges.

Understanding the significance of climate change impacts is crucial for developing an effective intervention plan This plan should aim to achieve a balanced solution that integrates structural, dredging, and non-structural measures within the nautical master plan.

Great natural events are inevitable, but the resulting disasters can often be prevented As Aristotle wisely noted, “It is probable that the improbable will happen,” highlighting the importance of preparedness and proactive measures in mitigating the impact of such events.

JóĨwiak 30 A Safety Assurance Assessment Model for an Liquefied Natural Gas (LNG) Tanker Fleet

Maritime University of Szczecin, Institute of Transport Engineering, Poland

This paper identifies donor ports of ballast water that pose the highest risk for the transmission of invasive alien species to the Świnoujście harbour These species, when introduced to similar environmental conditions, can become significant competitors for local species, threatening native ecosystems and potentially introducing new diseases to the area.

Moreover, they become dangerous to human health as well as hinder the economy development by reducing fish resources, growing on hydro-technical constructions etc

The donor port for the Świnoujście harbour must be clearly defined, and it is essential to categorize the donor ports as either Baltic Sea ports or those located outside the Baltic Sea.

Although for most vessels the place and time of ballasting are recoded, in a proper log book, according to the recommended IMO guidelines, Res

Since the implementation of A.868(20), there has been no system in place to collect relevant data, resulting in the absence of accessible information regarding vessel calls at ports and within harbor boards.

In order to define the origin of ballast waters dumped to the water basin of the ĝwinoujĞcie harbour the database contained in the Polish Harbors

Information and Control System – PHICS has been made used of (Polish Harbors Information and Con- trol System – PHICS, UM Szczecin, 2008)

In 2007, a comprehensive analysis was conducted on vessels arriving at the Świnoujście harbour under ballast, with the assumption that their last port of call was the ballast water donor port These donor ports were categorized into bio-geographical regions based on the classification of the "Large Marine Ecosystems of the World" (LMG), following established guidelines.

IMO Committee of the Sea Environmental Protec- tion contained in the MEPC 162(56) Resolution

„Guidelines for risk assessment under regulation A-

The study compares the conditions of donor ports to the Świnoujście harbor, focusing on water salinity and temperature It calculates the duration from when vessels depart for Świnoujście with ballast water until their arrival, where they discharge the ballast The donor ports are categorized based on their location, either within the Baltic area (+) or outside it (-) It is assumed that vessels release their ballast water immediately upon reaching Świnoujście.

The voyage duration has been determined using a voyage calculator available on the World Shipping Register, specifically the Sea Distances and Voyage Calculator (World Shipping Register, 2008) An average speed of 16 knots has been utilized for the vessel in this calculation (Walk M., Modrzejewska H.).

The risk of the water basin salinity level of the donor port where the ships under ballast arrive from can be high, medium or low (Behrens H.L., LeppọkoskI E.,

Olenin S et al (2005) quantified risk levels on a scale from 3 to 1, correlating specific salinity ranges to each risk level for the port of Świnoujście, as detailed in Table 1.

Table 1 Port waters salinity risk assessment

Salinity level in the ĝwinoujĞcie harbour- 1,6‰

Salinity level [‰] Risk Scale of risk

The temperature risk of donor port waters is categorized as high (3 points), medium (2 points), or low (1 point) based on temperature condition similarities In relation to the ballasting areas for ships heading to the Świnoujście harbour, three distinct risk areas have been identified.

1 Eastern-Atlantic-Boreal Region EAB – high risk zone –3 points

2 Mediterranean-Atlantic Region MA – medium risk zone- 2 points

3 Western-Atlantic-Boreal Region WAB – low risk zone – 1 point

The ballast water tests have proved that when the voyage time is getting prolonged the number of the organisms living in the ballast waters decreases

Short voyages from nearby ports pose the highest risk for ballast water transport, as significant changes in its biological composition have been observed Notably, after just 3 days, there is a marked decrease in the number of living organisms, and by 10 days, most remaining organisms have died (Dicman, 1999) The risk associated with voyage duration is detailed in Table 3.

Voyage time [days] Risk Scale of risk

2.4 Risk assessment of the voyage route

In order to assess the risk there have been two types of voyages enumerated: from the Baltic ports from the ports outside the Baltic Sea

When navigating the Baltic Sea, the risk associated with voyage routes is considered low, rated at 1 point However, for donor ports located outside the Baltic Sea region, the risk level increases significantly, reaching a high rating of 3 points.

To evaluate the overall risk (R), the individual contributions from various risk factors, including salinity (S), temperature (T), voyage time (Vt), and voyage route (Vr), are aggregated using the specified formula.

A donor port can achieve a maximum of 12 points, with total risk categorized into four levels: very high, high, medium, and low, as outlined by Gollasch (2007) and other researchers.

Risk Scale of risk [points]

A risk assessment of 123 donor ports, which are vessels under ballast leaving the Świnoujście harbour, has identified various risk categories for alien species introductions The analysis categorized these ports into very high, high, medium, and low risk levels Notably, 14 ports were found to pose a very high risk due to their ballast water being discharged into the Świnoujście harbour These high-risk ports include four from Britain, four from Germany, and two others located in the North Sea region.

The ports of high risk category are also situated by the North Sea (2 – British, 2- Norwegian)

In case of ĝwinoujĞcie the donor ports of very high risk category make 5% of all the considered ports Recapitulation

In 2009 the ĝwinoujĞcie harbour was entered by vessels arriving from the ports situated at the coast of the Baltic Sea (bio-region 23), the Norwegian Sea

(23), the North Sea (24), the coasts of Ireland and

Great Britain (26), the coasts of Iberian Peninsula from the Atlantic Ocean (29), the Mediterranean Sea

(26) and the north-east coast of the USA (7)

Out of the 123 ports the ballast waters are transported from to the ĝwinoujĞcie harbour there are 14

(11%) donor ports of very high risk category, 4 (3%) ports of high risk category, 70 (57%) ports of medium risk category and 35 (29%) ports of low risk category (Fig 1)

Fig 1 Donor ports of risk category [%]

The ballast waters taken from major international ports pose significant environmental risks to the Gwinoujście harbour Notable ports include Antwerp and Ghent in Belgium, Hamburg, Bremen, Butzfleth, and Vierow in Germany, as well as Goole, Keadby, Londonderry, and Sutton Bridge in Great Britain Other concerning ports are Rotterdam and Terneuzen in Holland, Frederikstad in Norway, and Rochefort in France These large ports are frequented by vessels from around the globe, making their waters susceptible to pollution from diverse fauna and flora organisms introduced from various regions worldwide.

To enhance the existing research, it is essential to extend the study to other ports in West Pomerania and broaden the scope by analyzing ballast waters and sediments for the species present in the transported waters.

Behrens H.L., Leppọkoski E., Olenin S., Ballast Water Risk Assessment Guidelines for the North Sea and Baltic Sea, Nordic Innovation Centre NT TECHN REPORT 587, Ap- proved 2005-12 Oslo, Norway, 2005 www.nordicinnovation.net

Briggs J.C., Marine Zoogeography McGraw-Hill, New York

Tiêu đề	Human Resources And Crew Resource Management Marine Navigation And Safety Of Sea Transportation
Tác giả	Adam Weintrit, Tomasz Neumann
Trường học	Gdynia Maritime University
Thể loại	book
Năm xuất bản	2011
Thành phố	Gdynia

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Số trang	167
Dung lượng	6,16 MB