Resolution, to Accept Navy Sea Time for Merchant Sea Time When Taking STCW Ancillary Courses for the Purpose of Lecturing at Merchant Institutions

NL58 RES

The Talent Development Professional

Iman Fiqrie@William E Hamilton

(LCDR USN,ret), CPLP, MBA, BS, AA, ACB, CL

HAVING CONSIDERED, the intent of this resolution is to get Maritime Agencies, e.g., IMO to clearly disseminate guidance, e.g., in the form of a Marine Guidance Note (MGN), regulation, or appropriate instrument on lecturers appearing for STCW Ancillary Courses for the purpose of their sea time requirements; AND

CONSIDERING FURTHER, the esteem status of the United Kingdom (U.K.) as a reference, which it had been said at one time that the sun never set on the British Empire; for as long as the sun was up somewhere in the world, the British Flag was there also. They are one of the oldest and premier seafaring nations in the world. This was in no small part due to their naval power, tenacity and securing of the sea lanes of communication (SLOC); AND

NOTING FURTHER, according to reference, that the British refer to their merchant fleet as the Merchant Navy, and accordingly is the registry for merchant vessels in the U.K. and regulated by the Maritime and Coastguard Agency (MCA) and stated that King George V himself bestowed the lofty title of Merchant Navy on the merchant fleet after their exemplary service during World War I; AND

DECLARING, that nations in general could all take a page from the British model of seafaring and thus think about what the needs and objectives of a coordinated Merchant Navy and Navy fleet might be for a great nation. One goal would certainly be to ensure the sea lanes of communication, wherever they may be in the world, are secure for those vessels carrying the flag of said country; supporting their Grand National Strategy; AND

BEARING IN MIND, that the United States (U.S.) learned these hard lessons after the American Revolutionary War (1775 – 1783) and Independence (1776) from the British, refer Treaty of Paris and Treaty of Versailles. The newly formed Americas found themselves without a great fleet to protect themselves from the Barbary Pirates off the Coast of Africa after the Revolutionary War. In fact, they had a number of merchant ships and schooners taken by the pirates for ransom which they paid for years. The Treaty of Alliance with the French also came to an end after the war. The Americans had a couple of Frigates, literally, and could not protect trade or their way of life; AND

DEEPLY CONSCIOUS, that the American Continental Congress (formed 1774) after the war had little to no money to purchase any ships of means to protect themselves and the newly formed government; AND

FURTHER DEPLORING, that those days be forgotten to a nation’s own peril; AND

DEEPLY REGRETTING, today, that the lessons and objectives of the past seem distant memories to most and thus today has resorted to repugnant tactics involving disdain and malfeasance between the Merchant Navy and Navy with reference to quality sea time, requirements and amounts to conflict and dysfunction in orders of magnitude unbecoming of great seafaring nations; not good for the preservation of nations and the republic; AND

RECOGNIZING, that there is much that can be learned from all our seafaring past and one another in general if we engage the vision, goals and strategies of great nations before us. Together we stand, divide we fall; AND

NOTING WITH REGRET, however, recently while one prior Naval Officer working as a lecturer attempted to obtain a Certificate of Proficiency in Survival Craft and Rescue Boats, was put on hold until proof of sea time forthwith as randomly prescribed by the examiner before him, sea time done onboard a merchant vessel satisfactory to his liking; arguing that the Royal Navy (Navies in general) have too many exemptions in the STCW to count Navy sea time towards STCW courses; AND

NOTING ALSO WITH DEEP CONCERN, the examiner’s audacious proposition that Naval Officers in general don’t know enough about stability of their vessels nor cargo operations; suggesting acumen less than the great seafarers known to be and to history, as previously aforesaid; AND

OBSERVING, one need only look to the multitudes of merchant disasters, catastrophes and ask the troublesome question themselves as to quality sea time and seafaring acumen thereof; AND

TAKING NOTE, that the author has served onboard nuclear submarines, merchant vessels and navy vessels of various sizes and complexities, has an extensive perspective about not only sea time both on top of and under the mighty seas; have comprehension of the required culture to maintain the

highest standards of exemplary conduct, acumen and resolve required of seafarers of the greatest nations of men, the United States of America; AND

COGNIZANT OF THE FACT, that, “…the sea has no mercy for the stupid and unprepared” (unknown), though it be Merchant Navy or Royal Navy. And, from where the author pens, the record on catastrophes fairs boldly in the affirmative towards the Royal Navy, in lieu of the Merchant Navy; witness the Titanic where over 1500 or so some odd souls perished; yearly the record of horrific tragedies has continued consistently around 110 catastrophes per year; confirming overwhelmingly the majority of catastrophes to be carried out by Merchant vessels; AND

ALARMED BY, the catastrophe of MV Dona Paz in December of 1987, Asia’s Titanic, where apparently over 4,000 souls perished on a vessel designed at maximum to carry only 1,518 passengers not including crew. Is this the expertise of great seafarers and their knowledge of stability;

 

 

AND

AFFIRMING, the saltiest Captains opinions, responded that this sea time argument is as old as the seafarers themselves and was supposedly resolved back in the 1970s, but seems to have resurfaced of late to the detriment of Merchant Navies, Navies and nations. This is bigger than any one man, women or nations and goes to the heart of the making of great nations through sea power, commerce and trade; AND

HAVING EXAMINED, that U.K. MGN 092 speaks 16 pages with tables to the heart of this resolution, matter and suggests the faired line and approach to awarding STCW Certificates ofCompetency for those wanting to obtain Officer of the Watch (OOW), Chief Mate and Master, Figure 1 be germane; AND

NOTING FURTHER, MGN 092, represented in Figure 1., one can clearly see that to complete the Ancillary Courses like Proficiency in Survival Craft and Rescue Boats, Advanced Firefighting, Navigation and Radar and such, no such oblique requirement for sea time exists other than the basic 12 month’s sea time profited already for Royal Navy candidates as required. The requirements for even 3 month’s sea time is only relevant if the participant is a candidate for the OOW STCW II/1 Certificate of Competency; an additional 6 months and orals for Chief Mate; and finally, either 6 additional month’s sea time for a Chief Mate candidate for Master or 12 months for an OOW candidate for Master;

BE IT THEREFORE RESOLVED, for lecturers who intend only to facilitate up to and including the Ancillary Courses mentioned in Figure 1., and MGN 092, additional Merchant sea time other than that already profited in their Navy need not be additional Marine Department sea time requirements. This taken from one of the most esteemed, highest and mature standard bearers there is in the world for such Certificates of Competency, the U.K. Merchant and Coastguard Agency. Before all men be ye present!

 

Reference


Blackpool and the Fylde College. http://www.blackpool.ac.uk/ blearning/royalnavy. Accessed 03 June 2016. Taken from http:// www.blackpool.ac.uk/sites/default/files/images/rn_flow_ diagram.png

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