The Merchant Navy, Maritime and Coastguard Agency and HM Coastguard

Britain’s Merchant Navy (MN) is growing faster now than at any time since the early 1970s, increasing by 133 per cent in the last five years and with 97 per cent by weight of the UK’s trade travelling by sea – a figure set to double over the next 15 years. Shipping is the UK’s fifth largest service sector earner, contributing £2.3 billion annually to the balance of payments. The UK fleet is around 1,000 ships employing 25,000 British seafarers at sea and supporting 17,000 jobs ashore for which seafaring experience is required.

Although ships carry 90 per cent of the world’s trade, there is international concern over the quality of ships and crew sailing under flags of convenience that are simply not up to the job. Common international standards on crew training and ship maintenance are being enforced, so several major ship owners are re-registering their ships.

Maritime and Coastguard Agency (MCA) inspectors examine 30 per cent of foreign-registered ships in British ports each year and other nations do the same, so that it is becoming harder for the rule-breakers to operate.

It is therefore critical for MN employers to get properly qualified people. With a current recruitment need for over 1,000 watch-keeping officers each year and a worldwide shortfall of 20 per cent forecast during this decade, the figure is likely to grow as more ships register in Britain. The total cadet output (400 a year) cannot match this current need let alone any increase in the MN strength of 12,000 UK officers and about 13,000 ratings.

The UK has 10,500 miles of coastline, with 25 million holidays and 110 million day trips to the seaside being taken each year. There are a correspondingly large number of accidents and incidents in which maritime rescue services are involved.

The Armed Forces
Royal Navy watch-keeping skills are now recognised by the MN, without individuals having to start again from the beginning. The RN has audited its internal training, and it has been accepted by MN representatives as meeting its requirements. Subjects specific to the MN, like cargo and commercial aspects, will need to be done by RN officers in their own time or as resettlement activity, but this will only take a few months’ distance learning.

Some RN shore establishments are already offering approved MN certificates, so there are opportunities for RN leavers who want to continue at sea, and it is intended that the cross-certification of other areas of employment like engineering will follow. An MN career also provides a natural progression into employment ashore in related occupations.

Employment
There is no central controlling body for the MN since each company runs its own ships and employs its own crews. There are numerous trades but time away from home tends to increase the further from shore the individual is serving – ranging from about six months at a time for a deep-sea sailor to around five weeks for a coastal one. Watches are usually four on and eight off, with six on, six off in an emergency. Leave after a four-month voyage might be two months at home.

Vessel types include large tankers carrying oil, gas or chemicals plying between production centres to distribution hubs, cruise ships going wherever tourists wish to travel, cable-layers, tugs, research and survey vessels, refrigerated ships, salvage specialists, and bulk carriers hauling up to 150,000 tons of coal, gain or ores. The new container ships are some of the most modern vessels afloat and take up to 7,000 20-foot containers all over the world.

Closer to home, high-speed catamarans and conventional ferries make dozens of daily sailings across the Irish Sea and the English Channel. The oil industry has a host of specialised ships such as survey vessels and pipe layers, supply vessels and standby ships, and anchor handlers and dive support vessels. Pilot vessels, fish farm workboats and pollution control vessels are just a few of the smaller craft. Only large passenger vessels with a high volume of radio traffic still carry specialist radio officers.

Training
Training is overseen by the Merchant Navy Training Board, with representation from the MCA, Chamber of Shipping, the seafaring unions and the nautical colleges. The latter then deliver approved courses. Government funding is available to companies to train seafarers. Courses and qualifications may be academic or vocational, or – more usually – a mixture of both.

In general, deck and engineer officers have a three-level certificate structure, based on sea service and examinations. The most junior position is officer of the watch (OOW), followed by chief mate or second engineer officer, followed by master or chief engineer. Deck ratings are either Category 1 or 2 with a single level of rating in the engine room. Beyond the basic training that all seafarers have to undertake, the only catering requirement is that the cook must hold a Ship’s Cook Certificate.

Ratings with sufficient sea service on deck can take a certificate of competency to become a deck officer, but engine room ratings need a special conversion course.

To operate smaller craft of less than 24m waterline length and a maximum of 12 passengers, the MCA publishes Codes of Practice, but only RYA qualifications are required. People working in vessels carrying up to 250 passengers in sheltered waters need a Boat Masters Licence issued by an MCA Marine Office.

Before joining the MN all RN personnel are assessed, but will normally be granted exemption from basic training. Officers and ratings will have their sea-time counted in full, but will need a period of familiarisation in a merchant ship. Officers with bridge experience will get a number of exemptions from the deck officer examinations.

Marine engineer officers and artificers, and artificers with common mechanical or electrical apprenticeships from HMS Sultan can become a MN engineer officer directly. POMEMs with at least 24 months of craft engineer duties in a fleet maintenance base may also be considered. Anyone thinking of joining the MN in the deck or engineer departments should contact the MCA in Southampton. Those considering catering or security should contact shipping companies or agencies directly.

The Maritime and Coastguard Agency
The MCA employs 1,000 staff in three main categories: ship surveyors, coastguards and administrators. Its headquarters is in Southampton, but its people are spread around the UK. Operational staff can be on call and are expected to respond to an incident at any time of the day or night involving search and rescue, or the threat of a vessel polluting, grounding or sinking.

Marine surveyors
A key area of the MCA’s work is reviewing, developing and setting standards in ship construction, equipment including life-saving, fire-fighting, pollution control and port waste disposal, and carriage of cargoes including bulk liquid chemicals and liquefied gases. It also develops, promotes and enforces seafarer standards. Marine surveyors are drawn from:
naval architects/ships surveyors
engineers
nautical.

They operate from a network of marine offices across the country, with a small core located in Southampton dealing with policy. Their main responsibility is to inspect ships and crew to ensure they comply with safety, pollution and operational standards. Many surveyors are in a second career, having served in the RN or the MN.

Fishing Vessel Surveyors inspect fishing vessels and crew using UK waters, again to ensure that they are observing international standards.

HM Coastguard
Her Majesty’s Coastguard provides a vital co-ordination service for search and rescue incidents at sea and on the coastline through a network of maritime rescue co-ordination centres and sub-centres. The service is supported by 3,000 volunteer auxiliary coastguards, organised into response teams.

Watch Officers are men and women with extensive experience of the sea. Although training is given, relevant experience is a necessary preliminary for co-ordination of maritime rescue services. Academic qualifications and physical fitness are required. All applicants must be qualified to drive Group A–E vehicles, and hold a valid UK driving licence.

Coastguard Watch Assistants do not require any formal qualifications or previous experience. Recruitment is through local Coastguard stations, which can be found in the telephone directory under ‘HM Coastguard’.

How to join
Senior and specialist posts are advertised regularly; recent examples include communication specialist, press and marketing, accounting and IT.