The present


Training of ships’ officers is carried out under the model ratified by the IMO (International Maritime Organization) in 1978. It took ten years to get the agreement of its country members for ratification and acceptance, so that by the time it came into being it was in effect out of date.


Certainly by 1978 the new technology which the 1939 - 1945 conflict had spawned was moving on a pace, yet little of it was incorporated into the training model other than Radar plotting.


Not only that, but many of the nations aligned to the IMO were beginning to realize that sea trade


could provide their population with work, but they may not be able to cope educationally with the examinations necessary to get the required maritime certificates.


This has led over the years to a number of protocols, drawn up at various venues, that have allowed the introduction of multi choice question written examinations and fixed question oral examinations - all accepted willingly by an industry that has taken up more and more technology in the belief that it will be better than well trained competent officers.


Yet we see that accident numbers have increased, crew contentment levels have deteriorated dramatically and the anticipated profits from increased technology and reduced manpower costs have


not materialised. The reality is one causal factor follows on from the previous, but they are all related. The industry response has been to stick with the plan and push even further along the path of the flawed STCW model - implementing ever decreasing educational, technical and human skill-competency standards all of which cost less. Therefore, surely, the profits must increase? Not so!


Fundamentally, the STCW model was and is critically flawed. From the outset it was historically based without any thought to the technological changes already taking place and from the outset failed to provide the up to date training necessary for a career in what has always been and continues to be a highly technical and demanding environment.


What is the problem with STCW Maritime Certification?


The definition of “seamanship” is a good starting point when considering the problems with STCW. SEAMANSHIP: Skill in Navigating and Operating a Ship in ALL circumstances.


As an industry, we recognise (or should do) that instead of one “skill”, the qualities for operating a vessel successfully requires many skills, areas of knowledge and behaviours. It cannot simply be defined as the manual skill of physically sailing or navigating a ship.


When a newly qualified OOW is appointed to take charge of a navigational watch, we generally assume that they have professional ‘skills’ adequate to


the task in hand. The industry’s underlying premise is that they would not be there otherwise.


The STCW certificate of competency is acquired on the basis that the individual has been tested and found fit and sufficiently knowledgeable (competent) to operate ship-wide controls and manage its systems. That said, a newly qualified OOW does not always have a high level of “seamanship”, previously


referred to. Any mariner will agree that “seamanship” is something that improves with experience as the skills and knowledge involved take time to develop and, as was the case in the past, are passed on to those coming through the training regime.


Taking the definition one step further. Seamanship involves self-discipline and the carefully judged application of acquired competency skills, behavioural


The Report • March 2020 • Issue 91 | 43


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