Latvian Maritime academy

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ASSESSMENT OF CONTRIBUTION OF MARITIME EDUCATIONINSTITUTIONS IN LATVIAN SEAFARERS POOLRoberts GailītisLatvian Maritime Administration, 5 Trijādības Street, Riga, LV-1048, LatviaE-mail: roberts.gailitis@lja.lvAbstractLatvia has become a seafarers’ supply country for others by lacking own shipowners. Only about 4% ofmerchant fleet seafarers are employed under Latvian flag. However, seafarers’ resource is important forLatvian economy as the employment of seafarers contributes to Latvian economy by money brought fromabroad and spent here. Maritime education institutions plays important role at inflow processes ofseafarers’ pool, which are involved in training of future ships’ officers as the demand for merchant fleetofficers is growing in industry. Assessment of the contribution made by maritime education institution isdone by comparing statistical information about the graduates from different institutions to have clearview on future of Latvian seafarers’ resource and the sustainability of present conditions. This approachprovides objective and sound basis for conclusions about the contribution made by different maritimeeducation institutions. Therefore the aim of this article is to show the methods and results of contributionanalysis made by Seamen Registry of Latvian Maritime Administration.Keywords: shortage of seafarers, maritime education, seafarers’ poolIntroductionShortage of ship’s officers is one of the main topics discussed in the maritime society. In 2008International Maritime Organization (IMO) launched campaign “Go to Sea” [1] with aim to attract newentrants to the shipping industry. The worldwide supply of seafarers in 2010 was estimated to be 624,000officers and 747,000 ratings while the current estimate of worldwide demand for seafarers (in 2010) is637,000 officers and 747,000 ratings [2]. According to BIMCO (Baltic and International MaritimeCouncil) the supply data is based on the number of seafarers holding STCW certificates. BIMCO statesthat while demand for ratings is more or less balanced in the same time there are still some shortages forofficers. IMO places emphasis that the global pool of competent and efficient seafarers is prerequisite tomeet future demand which will give possibility to present seafaring to younger generations as a viablecareer choice. While the term “shortage” is widely used it is important to understand that the differencebetween demand and supply figures is calculated by comparing results of two different approaches. Thedemand figures are calculated mainly by modelling the world’s ship stock in terms of ship type, sizerange, vintage and registry in order to calculate the number of officers and ratings that are required forsafe operation of these vessels. The supply figures are estimates and based on information provided bydifferent sources such as questionnaires, data from administrations, education institutions and others [3].Organizations apply various methods therefore it is common to see different figures provided fromdifferent sources. In reality, the amount of details recorded varies therefore the precise figures are difficultto achieve. The main reasons are the globalised nature of the shipping industry and its flexibility,including temporary employment which has become increasingly common [4]. Task Force on maritimeemployment and competitiveness of European Commission states that it is clear that detailed data onmaritime employment is scarce, sometimes out-dated and often not reliable [5]. In their report aboutemployment of EU seafarers they tried to collect available information from various sources to havepicture on the EU seafarers.The shortage of seafarers for EU maritime sectors has additional scope as the seafarers andespecially merchant marine officers’ play recognised role not only for shipping sector but also for othermaritime sectors (marine services, shipbuilding, port services etc.) where they experience and skills areviewed as sustainable input factor for the development of those industries. This view is supported inK. Mitroussi analysis about challenges and opportunities for seafarers’ employment [6]. Thereforedetailed information about maritime education system and its capability to contribute to seafarers’ poolsplays important role for maritime policy decisions at various levels.4
1. The aim of research and methodological approachImportance of maritime education system depends on its capacity to supply maritime industry withpeople meeting industry needs. Maritime education is economically viable only if sufficient demand (orcritical mass) exists due to large fixed costs, but once in-place it can service a large number and widerange of actors [7]. Not only seafarers can be educated in maritime training institutions but also portpersonnel and others whose employment and therefore educational background is linked with ships,shipping etc. The demand for seafarers’ maritime education can be viewed as international even if it isrelated to demand for seafarers of particular country as the education system is local and in line withcountries’ education system. As the maritime education supplies local and global seafarers’ pool at thesame time it is important to determine factors which are linked with maritime education system andinfluences graduates in the seafarers’ pool. Science Direct and Springer Link databases was used forsearching of articles related to this issue, however, the articles which combine detailed information aboutseafarers’ employment and their educational background were not presented. The databases containarticles which discuss the shortage of seafarers and factors influencing the supply and demand ofseafarers labour. For example: “Crew study of seafarers: a methodological approach to the global labourmarket for seafarers” written by Bin Wu and Nik Winchester [8] discusses the context of the complexityof the global labour market for seafarer. The authors of the article propose the crew study of seafarers(CSS) as a mean to access, analyse and compare information on active seafarers world-wide. However,crew lists which serve as main source for input data used in analysis doesn’t reflect seafarers’ educationalbackground. Other articles such as „Employment of seafarers in the EU context: Challenges andopportunities” [6] explore challenges that can be seen to have a negative effect on the employment of EUseafarers and examine forces that can be regarded as opportunities for the seafaring profession in the EU.However, those forces are described in general focussing on qualitative not quantitative aspects. In article„A method for estimating world maritime employment” written by Li and Wonham [9] authorsestablishes a method to estimate maritime labour worldwide. Even this article tackles the issues of thepool of seafarers it doesn’t discuss the contribution of maritime education and capability of maritimesystem to supply labour required on ships. Looking at the articles related to the maritime education itwasn’t possible to find articles where the role of maritime education is analysed in quantitative aspects forcontext of supply side of maritime labour. It can be assumed that even if such researches exist they arenot easily accessible and specific search methods should be applied to find them.Looking at the methods utilised in previously mentioned researches it can be seen thatmethodological approaches and data sources used in those researches are not suitable for analysing twodifferent blocks such as pool of active seafarers and education system even if the links between them existand have major importance. In most cases the primary data source is provided by different kinds ofsurveys, therefore the researches which use published results of surveys or researches are based onsecondary data sources. For example, survey to collect necessary data is used in cluster analysis of themaritime sector in Norway [7] or in determination of land-based jobs for ex-seafarers in UK [10]. Otherway to get access to primary source is to use questionnaires. This approach is linked with particularqualitative aspects and for example was used in 1996 for ITF (International Transport Worker’sFederation) questionnaire survey of seafarers with aim to get information about all aspects of seafarersworking lives [11]. These approaches don’t allow drawing direct links between maritime educationsystem and seafarers’ pool. Therefore micro data analysis is required to overcome problem ofaccessibility of data. For example, this approach was used for inflow-outflow analysis of labour inDanish maritime cluster [12]. The database containing information about employment of particularpersons is prerequisite to get such a micro data. However, access to such a registers often is limited asusually they contain sensitive information about persons included in database.Seamen Registry of Latvian Maritime Administration maintain seafarers’ database of Latvianseafarers with entries about the seafarers their education, qualification, seagoing services and other datarequired for certification according requirements of STCW Convention. Although the main purpose ofdatabase is to serve for certification of seafarers it gives possibility (by analysing content of it) to look onthe historical development of seafarers’ education and training system in Latvia.The main aim of this research is the determination of the contribution parameters and their values ofmaritime education system in Latvia. This aim is achieved by using micro data analysis of seafarers’education and employment. The micro data analysis covers information about all seafarers included indatabase and is a combination of 280 000 entries about employment with 23 000 entries about education.Combining of the data sets individual persons were separated and group of 11 000 people where extracted5
Page 1 and 2: ESTONIAN MARITIME ACADEMYLATVIAN MA
Page 3: CONTENTSRoberts GailītisASSESSMENT
Page 7 and 8: Figure 2. Age structure of merchant
Page 9 and 10: their maritime education, takes dec
Page 11 and 12: Therefore it can be concluded that
Page 13 and 14: MULTI ZONES HVAC SYSTEMS’ CONTROL
Page 15 and 16: Figure 1. Multi-zone air-conditioni
Page 17 and 18: The control mechanism of the mathem
Page 19 and 20: Results and discussionThe temperatu
Page 21 and 22: PREDICTION OF EMISSIONS AND PERFORM
Page 23 and 24: In order to measure brake torque, t
Page 25 and 26: Predicted & Actual Values of SFC, g
Page 27 and 28: 8. Canakci, M., Ozsezen, A.N., Arca
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Page 31 and 32: Protestant ideology as an eventual
Page 33 and 34: thinking is innovative, responsible
Page 35 and 36: 17. Professoren-Protest gegen 10 Ja
Page 37 and 38: affected by competing ports [2]. Ne
Page 39 and 40: Tendencies of cargo flows volume an
Page 41 and 42: increase, inflation decreases, beca
Page 43 and 44: 4. Belova, J., Mickiene, R. Economi
Page 45 and 46: Description of researchIf volume co
Page 47 and 48: p p 1 10(11)C021Here, C1is a speed
Page 49 and 50: Figure 4. Dependence of pressure on
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4. Experimental equipment and softw
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Figure 6. Dependence of main indice
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Figure 8. Dependence of main indice
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DEVELOPMENT AND APPLICATION OF SIMU
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program was developed regarding the
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F11: High sea water pressure alarmF
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In the main interface as given in F
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Figure 7. Failure mode selection sc
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Figure 11. Causes of failure select
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6. Xiaoyan, X., Min, H., Huayao, Z.
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Asia region is fastest developing n
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performance of design. Speed is the
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In summary, it can be said that wor
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ReferencesArticles1. Belova, J., Mi
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Grain cargo life cycleGrains are ca
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Maritime law is made and enforced b
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European and Asian countries, and e
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EVALUATION OF IMO SECOND GENERATION
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Sample vessel: a container shipA co
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Natural roll frequency in calm wate
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REQUIREMENTS FOR THE MANUSCRIPTSSUB
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