14. starptautiskÄ konference 2012 - Latvijas JÅ«ras akadÄmija

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Proceedings of 14th International conference „Maritime Transport and Infrastructure - 2012”Conclusions1. There are no delimitation problems with Estonia, the 1996 Agreement is well serving the purpose2. Agreement with the Republic of Lithuania is considered as preliminary, but need to be denouncedfollowing the procedures of UNCLOS 823. Submission to International Court of Justice or to International Tribunal for the Law of the Seashould be initiated seeking for independent judgement on Latvia-Lithuania maritime delimitation.4. Maritime delimitation Agreement with Sweden should be negotiated to confirm the de factosituation, but first tri-point need to be agreed with Lithuania and Sweden.References1. The American Society of International Law, Vol .V, Essays on Developments in International MaritimeBoundary Practice, 20052. American Society of International Law, International Maritime Boundaries, Vol .IV, 20023. Agreement between the Republic of Estonia and the Republic of Latvia on the Maritime Delimitation in theGulf of Riga, the Strait of Irbe and the Baltic Sea, 12 July 1996http://www.un.org/Depts/los/LEGISLATIONANDTREATIES/PDFFILES/TREATIES/EST-LVA1996MD.PDF4. Agreement between the Government of the Republic of Estonia, the Government of the Republic of Latviaand the Government of the Kingdom of Sweden on the Common Maritime Boundary Point in the Baltic Sea,30 April 1997 http://www.un.org/Depts/los/LEGISLATIONANDTREATIES/PDFFILES/TREATIES/EST-LVA-SWE1997MB.PDF5. Oil fields on the Lithuanian – Latvian sea border (Source – Ministry of Economics)6. Agreement between the Republic of Latvia and the Republic of Lithuania on the delimitation of the territorialsea, exclusive economic zone and continental shelf in the Baltic Sea, 09 July 1999.http://www.saeima.lv/bi8/lasa?dd=LP0036_17. UN Division for Ocean Affairs and the Law of the Sea, Office of Legal Affairs. Law of the Sea Bulletin,No.61, pp.17-21. http://www.un.org/depts/los/doalos_publications/LOSBulletins/bulletinpdf/bulletin61e.pdf8. Line Eglāja, Maģistra darbs “Latvijas – Lietuvas jūras robeža: tiesiskais regulējums un nacionālās intereses”- http://doktrina.files.wordpress.com/2011/11/eglaja-latvijas-lietuvas-juras-robeza.pdf9. ICJ Judgment of 3 February 2009 on Maritime Delimitation in the Black Sea (Romania v. Ukraine)http://www.icj-cij.org/docket/files/132/14985.pdf10. Swedish Government Ordinance on Sweden's Exclusive Economic Zone, 3 December 1992.http://www.un.org/Depts/los/LEGISLATIONANDTREATIES/PDFFILES/SWE_1992_Ordinance.pdf11. Agreement on Principles for the Delimitation of the Sea Areas in the Baltic Sea between the Kingdom ofSweden and the Union of Soviet Socialist Republics, 13 January 1988http://www.un.org/Depts/los/LEGISLATIONANDTREATIES/PDFFILES/TREATIES/SWE-RUS1988DS.PDF12. E. Franckx, "Maritime. Delimitation in the Baltic Sea: Past, Present and Future", 199613. Lists of geographical coordinates of points are reproduced in Law of the Sea Bulletin No.76http://www.un.org/Depts/los/LEGISLATIONANDTREATIES/PDFFILES/DEPOSIT/lva_mzn54_2005.pdf10
Proceedings of 14th International conference „Maritime Transport and Infrastructure - 2012”THE AGE OF THE ELECTRO-TECHNICAL OFFICER IS HERE!Gary HindmarchSouth Tyneside College, UKAbstractThe training programmes that create competent seafarers is a combination of the development ofknowledge and demonstration of skills. The content of each training programme is devised to meet theneeds of the industry, whilst complying with any external certification required. This training profilehas been undertaken by Deck and Engineering Officers for many years.However as the maritime industry evolves, and new technology based operations expand, theseoperational demands have created the need for specialists who can operate and maintain theincreasingly complex systems and challenges that are faced by all mariners today.The myriad of electronics devices onboard has always required a specialist role and this wasundertaken by the Radio Officers, whose roles expanded from pure communications into maintainingthe array of bridge equipment. When the role of Radio Officers across the various Merchant Fleetsreduced due to the advent of satellite enabled digital communications, the maintenance of bridgenavigation equipment was increasingly undertaken by shore based maintenance personnel. Thisremoval of the electronics expert created a skills gap onboard many vessels, which has led to thedemand for the new Electro-technical officer role.In 1997 South Tyneside College created an Electro-technical officer training programme whichprovided Engineering Officers of the Watch with additional skills to enable them to undertake a widerrange of electrical and electronic maintenance roles onboard. However it was recognised that whilstthis original training scheme could provide most of the knowledge and some of the skills required, theincreasing role of power electronic devices for propulsion, programmable logic controllers, controlbus interfaces and software driven devises meant that a new training programme was required thatfocussed solely and uniquely on the now established role of Electro-technical officer (ETO).This paper will detail how the training scheme for Electro-Technical Officer was created in 2008, andreflect on the lessons learnt over the first three cohorts of this training scheme.In July 2012 the first dedicated Electro-technical Officers trained within the UK will graduate, andthese will receive international recognition through the first IMO STCW Certificates of Competency.The age of the ETO has indeed arrived!The need for changeAn apparent paradox existed in that there appeared to be a need for a change to the existingETO training schemes whilst a viable demand was present; so what were the drivers for furtherchange?a) Increased demand for more electrical & electronic fault finding skillsb) Increased network based systems onboardc) The increase in the number of high voltage systems onboardd) The increase in use of power electronics in main propulsion systemse) The need to recognise the role and professionalism of existing ETO’s onboardWhilst many of these drivers could have been achieved by further modifications to theexisting engineering based training schemes, it was felt that using the current marine engineeringschemes even with an ETO bias would still result in skills and knowledge gaps when compared to therole required onboard.The existing Engineering scheme was reviewed to select what was considered to be thedesirable outcomes of the scheme, which were:11
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