Quote Originally Posted by andy95 View Post

So to sum up your post. You are saying that people like you prefer the UK system as its seen as an easier effort and quicker approach to simply get the CoC and all's good.

Well I would suggest that our system needs to be changed to reflect yours. I think your comments on the enforced gap between resit attempts are excellent ideas to weed out the incompetent. If I were an examiner I'd want to know what candidates didn't know and ensure they then did know before being judged competent. My stability exams certainly did not take multiple resits because I received excellent training at college and afloat. This training did not just prepare me to pass the exam as you seem to imply is the end goal, but also for a practical approach at sea which has ensured that I am safe and competent in my job.

Your point on tonnage limitations is also a good point. Im currently working as Master on large tugs (well under 5000grt) and whilst my CoC is unlimited I would not feel confident in tomorrow going straight to a VLCC and signing on as Master due to the issue of being able to fulfil my duties in the most efficient, safe and professional manner required by a competent seafarer in any position on-board.

People with the attitude that any bloke has a given right to get a CoC and the process should be as pain free as possible gets my back up and it really annoys me to see you openly say that our system is easy coupled with the fact that exams back home for you are much harder and that you find this to be wrong. People who spend 2 years mealy attempting to pass exams for a CoC of any grade should not be in our game especially with a U.K. ticket like mine as they're incompetence only makes me and anyone else with a respectable CoC look like an idiot when they inevitably screw up.

You mean the Indian system that is full of unnecessary bureaucracy and is tailored towards the higher achieving academics who seemingly lack common sense and practical abilities? Coincidentally I feel the UK is heading down the same route pushing the requirement for A Levels and more resulting in some new officers who can quote Solas chapter and verse but are unable to replace the retroreflective tape on a lifebuoy.

As for different ship sizes, I've sailed on general cargo, offshore, cruise ships and super yachts with the smallest ship being 500gt and the largest over 100,000gt. Ultimately they are all ships and the job largely remains the same amongst them all. Going from a large tug to a VLCC wouldn't happen because of a variety of reasons (dangerous cargo endorsements & charterer minimum experience requirements). The basics remain the same on all ships and I would argue that the workload is often more difficult on a smaller ship due to the lesser number of officers yet having exactly the same watch keeping and legislative paperwork requirements as a larger one.

A lot of people criticise the Dutch system which doesn't require reassessment once you have finished your cadetship, just an accumulation of sea time to reach the higher ranks, yet the Dutch seafarers are world leaders in various specialist areas of the industry such as heavy lift.