ORGANIZATION OF THE FORUM A. Introduction

I.
B.
2.
4.
ORGANIZATION
OF THE FORUM
A. Introduction
1. The Forum on Regional Cooperationon Maritime ManpowerPlanning, Training and Utilization was
held from 13 to 15 December1999 in Bangkok, Thailand. It was organizedby the Economic and Social
Commissionfor Asia and the Pacific (ESCAP). The funds for this Forum were provided by the Government of Japan.
Attendance
The Forum was attendedby 101 participants from Bangladesh,China,' Hong Kong, China, India,Indonesia,
Japan,Kiribati, Malaysia, Myanmar, Pakis~, the Philippines, Republic of Korea, Singapore,
Sri Lanka, Thailand and Viet Nam. The meetingwas also attendedby representativesfrom the International Maritime Organization(IMO), the InternationalLabour Organization(ILO), the Asian Shipowners
Forum (ASF), the Norwegian ShipownersAssociation(NSA) and the Associationof Maritime Educationand
TrainingInstitutions in Asia/Pacific (AMETIAP). The list of participantsis given in AnnexI.
C. Forum Opening
3. In his opening statement,Mr. Adrianus Mooy, Executive Secretaryof ESCAPstatedthat more than
40 per cent of world fleet is owned by ESCAPmembercountriesand at the sametime 65 per cent of the
world's seafarersare supplied by countries in the ESCAPregion.
He pointed out that in spite of these achievementscountries in the ESCAP region are at different
stagesof economic and social developmentand that many are still struggling with basic issues such as
employmentand poverty alleviation. With the rapidly evolvingglobal economy,countrieshave set important growth targets yet each one is subject to intense competition in all aspectsof trade in goods and
services. The ESCAPsecretariat,being at the centre of this dynamicallyevolving region, is promotinga
rangeof initiatives to harnessthe strengthsand complementaritiesof individual membercountries for their
mutualbenefit.
5. He observedthat this meeting, and the very strong participation from the public sectorand private
~ectorshowedan excellentexample of the commitmentof the maritime industry to explore the compara-tive
advantagesof individual countries within the context of regional collaborationand networking, anunderlying
theme which participantswould discussthroughoutthe meeting.6.
He addedthat as ESCAP's objectivesin organizingthis Forum were primarily to strengthenregionalcooperation,
a successfuloutcome could be beneficial to the developmentof the maritime sector on aglobal
scale. Within the programme of the meeting participantswould thus be invited to explore the
potential and prospectof improved networking at various levels to addressimportant evolving issuesandproblems.
7. The ExecutiveSecretarystated that as individual countriesachievegreatereconomicdevelopment,a
seafaringcareer often tends to become less attractive to young people. Ship owning countries are thus
keento ensure that there is an adequateinternationalpool of competentseafarersto man their ships. At
the sametime countries that supply seafarersare keento ensurethat this importantavenueof employment
and remittanceis consolidatedand strengthened.There is thus an evidentand urgentneed for the supply
and demandside countries to collaborateand network in order to ensurethe continued stability and the
healthyand safe growth of the maritime sector. In this contextit was also importantto provide opp.°rtunities for enhancednetworking amongstgovernmentsand amongstshipping lines. He further noted that
regional maritime training institutes, which provided educationopportunities for seafarers,would also
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D.
The
13.
benefit from closer networkingto promote the sharingof resources,experienceand skills. A copy of his
opening statementis attachedas Annex II.
8. Mr. Mooy introduced the guest speakersfrom the International Maritime Organization (IMO),
the International Labour Organization (ILO), the Asian Shipowners Forum (ASF), the Norwegian
ShipownersAssociation(NSA), and the Associationof the Maritime Educationand Training Institutes of
Asia and the Pacific (AMETIAP) and expressedthe hope that the Forum will be successfulin demonstratingthe value and potential of networking with respectto maritime manpowerplanning, training and
utilization.
9. Mr. K. Miyazawaof the JapaneseEmbassyin Thailand deliveredthe opening statement'onbehalf of
the Governmentof Japan. He stated that shipping was an important industry that contributed to the
developmentof trade and the economyof countriesand the region as a whole. Competitive freight rates
helped manufacturersto reducethe cost of importing raw material and the cost of exporting the finished
product.
10. He pointed out that the main objective of shippingservicesis to carry the c~rgo "safe and solm~" to
destination. But eventhe advancesachievedin ship technologycannotpreventaccidents,becauseaccidents
are mainly causedby humanerror. Accidentscausedby human error could evenlead to catastrophessuch
as the "Titanic" or "Exxon Valdes". The only wayto reducesuchaccidentswould be to increasethe skills
and competencylevels of seafarers.
11.He added that while the need for competent seafarersincreased in importance, seafaring had
becomeless popular as a career for youngpeople in the developedcountries in the ESCAPregion. As a
result developedcountries now face a shortageof seafarersand were employing foreign seafarersin order
to overcomethis problem. The revenueearnedby seafarersemployedon overseasvesselsmadea valuable
contributionto the national economyof someof the ESCAPmembercountries.
12. He concludedthat as the ESCAP region comprisedof countries that suppliedseafarersand countries
that had a demandfor seafarersit would appearto be a good idea for the two groups to collaboratemore
closely. Sucha developmentwould createmore opportunitiesfor seafarersand shipowners. In closing, he
expressedhis hope that participantswould find the Forumuseful and rewarding. A copyof his statementis
attachedas Annex III.
Forum Programme
detailedprogrammewas circulated amongstparticipantsand is attachedas Annex IV.
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II.
SUMMARY OF THE FORUM PROCEEDINGS
14. The programmeof the Forum coveredthe following topics:
SessionOne
(a) Technologicaland structural developmentsin shipping and the regional and international
demand for seafarers
The presentationdealt with the rapidly changingmaritime industry environment, recovery being
madefrom the fmancial crisis by the countries in the ESCAPregion, and the impact of su~hrecovery
on the seafarerindustry. The increasein trade volumes which will call for an increasein tonnage,
and a resulting demand for additional seafarerswas discussed. When compared to 1950s, the
advancementin technologyhas seena decreasein the number of crew r~quiredto man eachvessel,
however, it was demonstratedthat the increasingsize of the global fleet was creating a need for
additionalseafarersrequired by the industry. The requirementwould be for skilled crew.
(b) Demand for seafarers: Shipowners' perspectives
(i)
Asian ShipownersForum (ASF)
The representativeof the ASF stated that the ASF is a focal point representingsevenshipowners
associationsamongstEast and South East Asian countries. It's routine work is carried out by five
Committeesand of which the Seamen'sCommitteeis one. The objective of the Seamen'sCommittee included the formulation and maintenanceof a commonstandardof training and the promotion
and stability of employmentand acceptanceof Asian seafarers.
The presentationhighlighted the fact that as the supply of qualified officers dwindled, shipowners
were giving greaterimportanceto issuesrelatingto their training and supply. The presentationdealt
with the fact that while more training was neededby mariners, it was becomingincreasinglydifficult
for small shipownersto bear the high cost of training. This raisedthe need for governmentsto assist
and subsidizethe costof training.
(ii) Norwegian ShipownersAssociation
The Director General of the Norwegian ShipownersAssociation stated that the demand for sea
transportwill increasein the coming decades,providedthere is further growth in the world economy
and increasedtrade betweennations. A critical factor in meetingthis demandwill be the availability
of highly qualified and trained seafarers.Increased cooperationbetween governmentsof labour
supplying countries and shipping industry would thus be crucial to achievea continuous streamof
competentseafarersfor the world fleet.
The presentationshowedthat the Norwegian fleet was the QIird largestmerchantfleet by country of
domicile and the secondlargestcontrolled underthe nationalflag. The Norwegian fleet wasmanned
by a large percentageof overseascrew mainly from the Philippines,India and Poland. The presentation highlighted the importance of well educatedand competentpersonnel, the need to invest in
humanresourcesand the needto improvethe working relationswith governments.
(c) Country reports: Group one -countries that have a seafarer demand focus
Hong Kong, China, Japan,Republic of Korea, Singaporeand Thailandpresentedcountry reports and
explainedthe current situationof the seafarerindustry in eachcountry and future prospects.
(d) Country reports: Group two -countries that have a seafarer demand and supply focus
China, India, Indonesiaand Malaysiapresentedthe country reportsand explainedthe current situation of the seafarerindustry in eachcountry and future prospects.
5
Maritime
Session1Wo
(a) Supply of seafarers-regional and international position
The presentation dealt with the fact that countries in ESCAP region will continue to contribute to the
world supply of seafarers. However, there were many factors affecting the demand and supply of
seafarers, including government's policy towards seafarers, increased job opportunities ashore due to
increased economic development, policies adopted by shipowners and managers, the demand for
better terms of employment by seafarers, the influence of seaman's unions and the reduction in crew
numbers brought about by developments in technology.
Meanwhile the world was changing rapidly and seafarers have to study hard to keep up with this
change. Seafarers have to widen their understanding of the commercial environment within which
they operate, they require technical knowhow and skills, they need to develop the power to keep watch
and an indefatigable spirit, and a strong sense of responsibility. These attributes can only be acquired
through adequate training and on-board experience.
Shipping being a complex industry requires dialogue among the key players. There are several
networks among the shipping communities which have been established to discuss problems and
issues relating to the seafarer industry such as AMETIAP and IMLA for 'educational institutions;
ISF for shipowners; and ITF for seamen's union. There are however no networks connecting the
different communities together. The exchange of information and views among the communities
becomes increasingly important in order to cope with the complexities of the world of shipping.
Establishing a network among governments, educational institutions and shipowners through INTERNET
will benefit all the parties in this region. However, face-to-face discussion will always be important.
(b)
Country reports; Group three -countries that have supply focus
Bangladesh,Kiribati, Myanmar, Pakistan, Philippines, Sri Lanka and Viet Nam presentedtheir
country reports and explained the current situation of the seafarer industry in each country and
prospectsfor the future.
SessionThree
(a)
Training in the ESCAP region
The presentationraised awarenessof the need to have a vision for the seafarerindustry. It was
suggestedthat the vision could be to train seafarerswho not only met the requirementsof the IMO
but would be valued by shipownersbecausethey are competent,confident, articulateand loyal. Such
seafarerswould continue to be sought evenas the wage levels rise with the economic development
that will cometo this region.
The presentationalso examinedissuesrelating to the pool of potential seafarersavailable, including
the question of gender, the capacity of the maritime training institutions, the nature of seafarer
training and implications for regional countriesand private sectorparticipation in maritime training.
It was suggestedthat the ultimate goal shouldbe to train Asian seafarerswho are soughtafter on the
basis of excellenceas well as price competitiveness.
(b)
Compliance with STCW 95 and supply side implications
The Representativefrom the International Maritime Organization (IMO) explained the historical
evolution of the STCW 95 conventionwhich extensivelyrevisedthe STCW 78 convention. The new
conventionimposed more stringenttraining requirementssuchas familiarization training, the establishment of quality standardsthroughout the training, assessmentand certification activities, the
mandatoryuse of simulators to demonstratethe competencein radar and APAR and the explicit
responsibilitiesplaced on shippingcompanies.
6
ILO
Role
7
One innovativefeature of STCW 95 was that membercountrieshad to presenttheir information not
only to IMO, but for this information to be subjectto scrutiny by competentpersons. This makes
parties accountableto each other through the IMO for the full and effective implementationof the
convention.
The presentationfurther explained that the deadline for presenting information to the IMO was
1 August 1998, and 82 out of 133 partiesto the Conventionhad communicatedthe information. It is
estimatedthat this 82 parties represented90 per cent of world fleet and seafarers. After 1 August
1998, 30 panels each consisting of 5 persons (150 competentpersons)commencedscrutinising
information from parties.
At the 21stIMO assemblyin November1999, it was reported that the panelsof competentpersons
had completedthe scrutiny of information communicatedby 26 parties and a further 48 panelshad
completedtheir initial evaluationand had soughtclarification or additional information from parties
concerned. The time takenby partiesto respondto requestsfor clarification and further information
was therefore a major factor in determiningthe eventualtiming of the all important "white list".
As the scrutiny of information is an ongoingprocessit was difficult to make a reliable prediction as
to the date at which the Conventionwould come into effect but it was tentativelyanticipatedin the
year2000.
(c)
Instruments
In his presentationthe representativeof the ILO statedthat the ILO was createdin 1919to regulate
questionsconcerning the world of workers. In the maritime sector, the ILO facilitates tripartite
meetingsamonggovernments,shipownersand seafarersto help seafarersto overcomesubstandardconditions
of recruitmentand placement. The ILO has alwaysdemonstrateda willingness to ensure
quality and stability of the seafaringworkforce.
Several ILO conventions deal specifically with the seafarer industry including recruitment and
placementof seafarersConvention, 1996 (No. 179). Ratificationand implementationshould help to
protect seafarersfrom substandardconditions of recruitmentand replacementand will also demonstratea will to ensurethe quality and stability of the seafaringworkforce.
(d) Maritime Training and collaboration amongst trainers
The representativeof Associationof Maritime Educationand Training Institutions in Asia and Pacific
(AMETIAP) explained that the Associationwas formally establishedin 1996 but has its origins in
the forum for maritime educationand training institutions in the Asia Pacific Region formed in
1989 with a view to encourageincreasedco-operationand collaborationbetweeninstitutions. The
representativefrom AMETIAP explained that besides holding an annual conference, which is a
flagship event, the Associationundertakesactivities including the production and distribution of a
newsletter, organizing teachertraining workshopsand the validation of new courses.
It was stated that there were three fundamentalchallengesin the field of maritime educationand
training, i.e. flexible delivery, quality and networking. AMETIAP with a membershipof 50 maritime training institutions has a great potential to meet all thesechallengesby utilizing the network
amongtheir members.
SessionFour
(a)
of governmentin maritime manpower planning, training and utilization
The presentationdealt with the changingpolitical ideology of countries in the ESCAP region from
closed economiesto open economiesand the parallel deregulationthat has taken place in order to
accommodatethese changes. The presentationalso dealt with the fact that deregulation of an
industry does not mean that there is no further role for governments. At an international level
governmentshaveto ensurethat they meetthe obligationsarising from internationalconventions. At
(b)
a national level governmentshaveto implementthe provisionsof the internationalconventions. In the
seafarerindustry, governmentsthrough their maritime administrationsbecamethe link betweenthe
IMO and the industry participants. Apart from ensuringcompliance with the STCW 95 and the
relevantconventions of the ILO, governmentshad to monitor the orderly growth of the industry,
ensurethe welfare of the seafarers,and promote seafaringas a sourceof employment.
Group activity: collaboration and networking among the different sectors
The objective of the Forum was to bring together key industry players, share their experiences,
exchangeviews, review existing collaborationarrangements,and consider new networkingpossibilities. Time was thus set asideto allow the exchangeof ideas which would lead to an improvementin
the supplyand demandbalanceof seafarersin this region.
.
In this connection,participantswere initially divided into three sectorgroupsi.e. training institutions,
governments,and shippinglines and askedto examinewhat eachsectorcould do by way of improving
the quality of the seafarers,ensuringa betterbalancebetweendemandand supply and possibleways
in which the groupscould collaborateamongstthemselves.
SessionFive
Group activity: prospects for tripartite collaboration between all groups
Three working groups were established,each group including participants from training institutes,
governments,shipping companiesand seafarers'associationsto extendthe discussionsfurther. All
three groups were given the task of identifying ways of .collaboratingbetweenthe different sectors
of the seafaringindustry and provided with three suggestedissuesto be addressedasfollows:
-Collaboration
betweenall sectorsof the seafaringindustry;
-Regional
training ship and provision of seatime;
-Continuation
of forum and modalitiesfor sustainednetworking.
The group recommendationsis attachedas AnnexV.
III.
RECOMMENDATIONS
AND PARTICIPANTS VIEWS
15. Main recommendationsarising from the group activity and deliberationswere as follows:
(a) All the participants affirmed the importanceof continuingdialogue and collaborationbetween
governmentauthorities, shipowners/managers,
maritime training institutes and seafarerassociations and recommendedthat suchcollaborationshould takeplace throughESCAP.
In this context, participantsalso recommendedthat the forum be organizedevery year with the
aim of monitoring the tangible progress in networking and collaborating amongstII:Iember
countriesand to sharenew ideasand developmentstaking place in the seafarerindustry. It was
recommendedthat ESCAPshould seekdonorsto fund the costsof the next meeting.
(b) The lack of opportunities for ship board training stipulated as an essentialpart of seafarer
training accordingto the IMO STCW Conventionwas of major concernto participants. With
the decreasein the number of nationalships, developingcountries in the ESCAPregion find it
increasinglydifficult to securetraining slots for their prospectiveseafarers. Although a training
ship could provide seafarerstudentswith sea time, such a ship is too costly for most of the
maritime training institutes in the ESCAPregionto own and operate.
(c)
Participantsthus recommendedthat ESCAP take up with developedmaritime countries the
prospectof operatinga training ship in collaborationwith maritime training institutesof several
developingcountries.
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(d)
also recommendedthat ESCAP take up with IMO and shipownersthe need toprovide
training slots on board in order to enable seafarersupplyingcountriesto completethe
training processand ensurea healthysupply of trained seafarersfor the future.
(e) Participants recommendedthat ESCAP take up with IMO a proposal to incorporate in the
STCW 95 provisions that would enable maritime training institutions and national maritime
administratorsto comply with the IMO requirementson seatraining.
(f)
It was also recommendedthat ESCAP should encouragerepresentativesof major shipowners/
operatorsto visit the maritime training institutes of the developingcountries that train seafarers
for the overseasmarket, so that they can see for themselvesthe potential of the seafarer
industry in thesecountries.
..
(g) Participantsrecommendedthat ESCAPshould facilitate and assistmaritime training institutions
within this region to establishcollaborativearrangementsthat would b,emutually beneficial.
(h) Participants recommendedthat a web site should be establishedand maintained by ESCAP
showingan inventory of skills and resourcesavailablein membercountries and developments
relevantto the seafarersindustry.
EVALUATION OF THE FORUM
16. An evaluationquestionnairewas distributed on the last day of the Forum for completionprior to theclosing
session. Participantswere invited to give their views ~d commentson the forum, in terms ofissues
affecting forum content and presentation. The result of tllis evaluationexerciseare attachedas
AnnexVI.
v. CLOSING SESSION
17. In his closing statement,the Chief of the Water Transport Section, Transport, Communications
Tourismand Infrastructure DevelopmentDivision of ESCAPreviewedthe topics coveredduring the three
day-Forumand the recommendationsthat had beenmade by the participants. He thankedthe participants
for the considerablecontribution that they had ~ade to the Forum and their keeninterest. He statedthat.
ESCAP's future activities in the Water Transportsectorwould attemptto respondto the suggestionsand
recommendationsfrom the participantsmadeduring the sessions.
18. The participantsexpressedtheir appreciationof the high quality of the deliberations,and the efficient
arrangementsmade by ESCAP for the Forum, as well as the hospitality extendedto all delegates. Theparticipants
also expressedtheir appreciationto the Governmentof Japan for funding this important
activity.
Participants
IV.
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