Shipping is a highly technical sophisticated subject. The recent technological changes in the design, machinery, automation, safety of construction, cargo handling techniques, navigation, communication sciences etc.
etc warrant that the ships which are trading worldwide carrying cargoes of the world, including passenger ships, are to be manned with adequately trained and qualified seafarers (Officers and rating both) to ensure safer shipping and cleaner oceans in strict conformity with STCW 1995 Convention.
For centuries, mankind has been utilising seaways of the world for colonisation, trade, war and profit. Earlier, slaves were used to row the ships upon drumbeat and the only skill required of these slaves was their good health and strength. Crossing the seas and oceans of the world through stormy waters was not an easy job and many ships sank and disappeared into the dark bottoms of the sea.
Later, sails were introduced. The seafarers were required to have adequate knowledge of setting of sails, direction of wind and of course navigational knowledge.
As the demand and use of oil grew it became necessary to transport it by ships in larger quantities. The Elizabeth Watts is generally believed to be the first ship to carry a full load of oil across the Atlantic in 1861.In those days wooden ships were used to carry trade, which were more prone to fire hazards. Iron hulls were developed to overcome these difficulties. With the introduction of carriage of fuel oil on board ships, the concept of safety for avoidance of fire hazards and marine pollution developed.
The introduction of steam and diesel engines replaced the use of sails on board and today almost all ocean going ships are propelled with steam engines/steam turbine engines and marine diesel engines. It is envisaged that ships of the future may also use nuclear technology for propulsion.
All such technological advancements necessitated proper training and certification of the seafarers to ensure safety of life, cargo and avoidance of sea pollution to ensure safety of marine life and atmospheric pollution.
In the British Merchant Shipping Act, 1894 the clauses for training and examinations for Certificate of Competency were introduced. Subsequently, today these requirements have been introduced worldwide in a much-modified form.
After the Second World War, in 1948 the United Nations Organisation adopted a Convention establishing the International Maritime Organisation (IMO) as the first ever-international body devoted exclusively to maritime matters. IMO came into existence in 1958 by the name and title of Inter-Governmental Maritime Consultative Organisation (IMCO) that later, in consideration of its excellent work, attained the position and became International Maritime Organisation (IMO) in 1982.
Today, there are 158 Member Governments, who join together in framing, implementing and policing the standards and the rules and regulations that govern international shipping. It is a partnership that has produced more than 40 Conventions and several hundred protocols and resolutions that together provide the blueprint for a safe, environmentally friendly and cost-effective industry.
In spite of all efforts which have been done so far the need of making further improvements in the training and certification standards is the call of the day to provide "quality seafarers" to combat with the ever growing technological developments and new innovations in the merchant marine to ensure safer seas, ships and cleaner oceans and atmospheric environments.
NAUTICAL BRANCH:
Earlier, those who could read and write English with a minimum age of 18 years joined merchant ships as cadets and after completion of requisite laid down sea service period of a minimum of 46 months were eligible to appear in Class II Certificate of Competency Examination (Nautical Examination). After having qualified the Class II examination, they were required to complete sea service time of 24 months for appearing in Class I Certificate of Competency Examination. After qualifying Class I, they were required to complete a further sea service of 24 months to appear in Certificate of Competency Examination as Master. After qualifying this examination these officers were given command on board merchant ships as Captain/Master of the ship.
With the passage of time, the minimum educational qualification in Pakistan was raised to Matriculation and later in 1963 it was further raised to Intermediate Science.
Since, 1947 almost all Pakistani officers used to qualify these examinations from UK, until 1962. Captain Zakaullah Khan (late) and Engr.Mohammad Ibrahim Qidvai, the two professional technocrats of merchant marine whose dedicated work enabled Pakistan to conduct these high grades of Certificates of Competency Examinations (Engine and Deck both) in Pakistan that are accepted at par with the qualifications attained in UK and other maritime nations worldwide.
From time to time the Pakistan Merchant Navy Officers' Association, after thorough discussions with the examiners managed to introduce a number of improvements/changes in the training and certification schemes of the merchant navy officers (nautical and engineering both) for which we are extremely grateful to our professional technocrats of merchant marine without whom understanding and acquiescence such improvements would not have been possible. Yet many changes are still to be made.
The nautical cadets after qualifying the requisite sea service on board merchant ships are allowed to take CoC examinations in various grades and after passing Class I (deck) CoC can take command of a merchant ship.
ENGINEERING BRANCH:
Earlier, those who could read and write English were eligible to join training in a marine workshop or on board merchant ships which later was increased to Matriculation qualification and in 1963 a minimum of Intermediate Science qualification became compulsory in Pakistan.
Prior to independence and after independence the marine engineers were trained at Karachi Port Trust Workshop for a period of four years as "Boiler Boy Trainees". The training schemes at KPT were updated in 1957 and Apprentice Marine Engineers Training Scheme for a period of four years was introduced. After completion of training these apprentice Marine Engineers joined merchant ships in the capacity of Junior Engineer (Fifth Engineer Officer).
The other approved Marine Workshops included Alcock Ashdown, Carstairs and Cummings, Muhammadi Engineering, Keamari Docks, Economic Engineering, Indus Marine, Naval Dockyard and Karachi Shipyard and Engineering Works. The training period in all the above-mentioned Workshops was four years.
In 1963,Pakistan Marine Academy was established at Juldia, Chittagong (Formerly East Pakistan). Two years theoretical training was imparted at the Academy and then the engineering cadets were sent to Karachi for three years of practical training at the approved workshops in Karachi for training of Marine Engineers. After completion of training period they were taken as Junior Engineer/Fifth Engineer on board merchant ships. With the emergence of Bangladesh the West Pakistani Cadets came back to Karachi and in the earlier stage a temporary campus of Pakistan Marine Academy was set up in Karachi which later was shifted to the present Academy's campus at Mauripur Road, Karachi.
Due to our extensive efforts a number of corrective steps have been introduced in the training and certification schemes for merchant marine officers and we are greatly indebted to all the professional technocrats of merchant marine in the examination sections (nautical and engineering both). Quite recently, in Pakistan Marine Academy the engineering cadets qualify two years of theoretical training followed by one year practical training in a recognised marine workshop and those who join apprenticeship in a recognized marine workshop have to complete a period of three years of training to become eligible for joining a merchant ship as Junior/5th.Engineer.
These junior/5th.Engineer officers are allowed to appear in Certificates of Competency Examinations in various grades after qualifying the requisite sea time. After obtaining Class I (Engine) Certificate of Competency these merchant marine officers are eligible to join a merchant ship as "Chief Engineer Officer". However, these Certificates are once again sub-divided as (Motor) and (Steam) and to qualify both types a further sea time of six months is required prior to appearing in the examination. After obtaining both types the holder is declared to have a combined certificate and can take the job of a Chief Engineer on either a motor ship or a steam/steam turbine ship.
Note: All Marine Engineers and nautical officers are required to complete mandatory courses in compliance with STCW 1995 Convention to join merchant marine as career officers.
A number of officers have qualified CoC examinations from Pakistan and consequently billions of rupees in foreign exchange have been saved but the Government of Pakistan so far has not been able to set up an Examination Board for conducting these examinations.
It is awesome to note that the Government of Pakistan has greatly neglected the significance of examinations for the CoC examinations in Pakistan. In the existing system a professional technocrat is appointed as Chief Engineer and Ship Surveyor in BPS-20 and another professional technocrat is appointed as Chief Nautical Surveyor in BPS-20 who is also assigned the duties as Chief Examiner of Engineers and Principal Examiner for Masters and Mates respectively.
In addition to their normal duties in their respective cadres they are frequently required to perform the duties of Acting Director General, Ports and Shipping Wing; sometimes to perform duties as Principal Officer, Mercantile Marine Department; sometimes as Commandant Pakistan Marine Academy; sometimes as a Director in the Ports and Shipping Wing due to absence of incumbents if any over and above to their normal duties in their appointed capacity. This is wonderful on the part of the merchant marine professional technocrats but any sane person can easily visualise the sad plight of our officers but being in the system they have to remain silent even when they are deprived of any remunerations for the additional charge.
In 1926, there was one regular surveyor in the mercantile marine department. Regretfully even today in 2007 there is one regular surveyor appointed in the mercantile marine department whereas since 1926 great changes have taken place, the shipping traffic has increased multifold, the ports have improved even a new port (Port Mohammad Bin Qasim) is also established. In the government documents the sanctioned strength of surveyors is given as twelve but the factual ground reality speaks volumes of inefficiency/neglect on the part of the governments who always claim that they have made tremendous improvements in the shipping sector.
Not only this present incumbent of the post of Chief Engineer and Ship Surveyor has attained his age of superannuating since 2005 but also even today he is being engaged on contractual basis. We pray for his good health and life due to the fact that, God forbid, something happened to him there is none in the system to take over as Chief Engineer and Ship Surveyor on a regular basis. The story in the nautical branch is also not different.
(To be concluded)
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