Please excuse the first text published, as the system
automatically sent this before proof reading of same:

John, I would like to say thank you for your comments as to the article I deposited on your web site sometime ago, regarding qualifying mariners in the art of seamanship. I would like to say that “Ship Masters” today are required to be not only good listeners, but good teachers as well. However when it comes time to giving direction regarding the running of the ship safely, you yourself must not forget what position you are hired for. “A Ship Master / Captain is solely and ultimately responsible for the safe operation of all merchant ships, or other vessels he commands.” In a manner of speaking the buck stops here, for all of those in this command position, regardless of what ship he is in command of. Under the new rules of ISM and ISPS the Master/ Captain must answer not only to the company, but that of Governmental and outside Agencies. Failure to run a ship in a proper manner could see the Master face charges from actions not of his own doing. However there are times as Master / Captain this can be a rewarding position to be in. It can also be the worst nightmare one can ever hope or want to experience. All be it due to the lack of seamanship that is dying art, due to inexperienced crew as stated before.

Please let me explain; Years ago there was training programs that sailors had to follow in order to advance upward within the industry. This is very rare to say the least these days and now that the STCW requires the new generation of sailors to be licensed with a “Bridge Watch Keeping Certificate” as the first step. What does this mean. It simply says that a person that is intending to work on a boat / ship is required to “check mark” a questionnaire of not more then thirty questions / answers. A first year novas canoeist could pass between paddle strokes, it is that easy. Now armed with this “BWK” certificate, the companies require you to sign these young candidates on as (ABS) able body seamen. Very few of them know anything regarding how to make fast a mooring rope, or how to apply a rope stopper. Yes, most do not know how to tie a nautical knot and need to be shown. The regulation also states that this certificate is not an “A.B.S. Proficiency Certificate.” Knowing this you are up against the system / company. Let something go wrong by giving these new sailors a job that they should know how to do, but can not. Eventually someone gets hurt, all because of their lack of knowledge of what they were to do. Now put yourself in a position that the company has placed you in, for accepting this new breed of sailors as A.B.S.. You also accept the liabilities that are far reaching should this injury result in death. I personally have come to experience this. All because one man did not do what he was told, because of the lack of experience he was supposed to have. This lead to legal action and a Coast Guard Investigation that lasted for two years. Only at that time was the findings released, that stated that this deceased man died because of his our actions and inexperience. He left behind a wife and two children without a father and a husband.

The system that created this problem i.e.; STCW and the Companies that go forward by placing you in a difficult position, all be it because they really don't give a dam, as long as the job gets done. Nor do they come to the defence of the Ship's Master as they refuse to except or take the blame for their short comings, is the way I experienced it.

I have also experienced officers that started out loading a ship that went wrong and came banging on my door, only to say that they not sure why the loading is not going to the preloading plan. It became clear that they did not follow the loading plan as approved by the Master. I will stop here as there is not enough room to cover all incidences, nor do I want to think about it all.

I have been commanding ships since the age of thirty years old, while holding a Master's Certificate at the age of twenty-six. I am now 62 years old and still commanding ships, of which some being very large to medium, and smaller. Looking ahead I can say with certainty that my retirement is just around the corner, and I am darn glad of it. To be a teacher is one thing of which I truly enjoy when I have those who really want to learn. Therefore I take endless hours to show seamen and officers alike. I never kept a close mine and I am prepared to listen to all, regardless of age or experience. However there are others that don't want to know regardless this makes me wonder why I even try. Seamen regardless of rank or position will make mistakes as we all have done this before, I included. You must remember that “the buck stops at the Master's door whether to settle questions or claims made against the owners, or by the other grieving parties” !!

Captain Derek C. Kruger
Master Mariner

Please excuse the first text published, as the system
automatically sent this before proof reading of same:

John, I would like to say thank you for your comments as to the article I deposited on your web site sometime ago, regarding qualifying mariners in the art of seamanship. I would like to say that “Ship Masters” today are required to be not only good listeners, but good teachers as well. However when it comes time to giving direction regarding the running of the ship safely, you yourself must not forget what position you are hired for. “A Ship Master / Captain is solely and ultimately responsible for the safe operation of all merchant ships, or other vessels he commands.” In a manner of speaking the buck stops here, for all of those in this command position, regardless of what ship he is in command of. Under the new rules of ISM and ISPS the Master/ Captain must answer not only to the company, but that of Governmental and outside Agencies. Failure to run a ship in a proper manner could see the Master face charges from actions not of his own doing. However there are times as Master / Captain this can be a rewarding position to be in. It can also be the worst nightmare one can ever hope or want to experience. All be it due to the lack of seamanship that is dying art, due to inexperienced crew as stated before.

Please let me explain; Years ago there was training programs that sailors had to follow in order to advance upward within the industry. This is very rare to say the least these days and now that the STCW requires the new generation of sailors to be licensed with a “Bridge Watch Keeping Certificate” as the first step. What does this mean. It simply says that a person that is intending to work on a boat / ship is required to “check mark” a questionnaire of not more then thirty questions / answers. A first year novas canoeist could pass between paddle strokes, it is that easy. Now armed with this “BWK” certificate, the companies require you to sign these young candidates on as (ABS) able body seamen. Very few of them know anything regarding how to make fast a mooring rope, or how to apply a rope stopper. Yes, most do not know how to tie a nautical knot and need to be shown. The regulation also states that this certificate is not an “A.B.S. Proficiency Certificate.” Knowing this you are up against the system / company. Let something go wrong by giving these new sailors a job that they should know how to do, but can not. Eventually someone gets hurt, all because of their lack of knowledge of what they were to do. Now put yourself in a position that the company has placed you in, for accepting this new breed of sailors as A.B.S.. You also accept the liabilities that are far reaching should this injury result in death. I personally have come to experience this. All because one man did not do what he was told, because of the lack of experience he was supposed to have. This lead to legal action and a Coast Guard Investigation that lasted for two years. Only at that time was the findings released, that stated that this deceased man died because of his our actions and inexperience. He left behind a wife and two children without a father and a husband.

The system that created this problem i.e.; STCW and the Companies that go forward by placing you in a difficult position, all be it because they really don't give a dam, as long as the job gets done. Nor do they come to the defence of the Ship's Master as they refuse to except or take the blame for their short comings, is the way I experienced it.

I have also experienced officers that started out loading a ship that went wrong and came banging on my door, only to say that they not sure why the loading is not going to the preloading plan. It became clear that they did not follow the loading plan as approved by the Master. I will stop here as there is not enough room to cover all incidences, nor do I want to think about it all.

I have been commanding ships since the age of thirty years old, while holding a Master's Certificate at the age of twenty-six. I am now 62 years old and still commanding ships, of which some being very large to medium, and smaller. Looking ahead I can say with certainty that my retirement is just around the corner, and I am darn glad of it. To be a teacher is one thing of which I truly enjoy when I have those who really want to learn. Therefore I take endless hours to show seamen and officers alike. I never kept a close mine and I am prepared to listen to all, regardless of age or experience. However there are others that don't want to know regardless this makes me wonder why I even try. Seamen regardless of rank or position will make mistakes as we all have done this before, I included. You must remember that “the buck stops at the Master's door whether to settle questions or claims made against the owners, or by the other grieving parties” !!

Captain Derek C. Kruger
Master Mariner

Please excuse the first text published, as the system
automatically sent this before proof reading of same:

John, I would like to say thank you for your comments as to the article I deposited on your web site sometime ago, regarding qualifying mariners in the art of seamanship. I would like to say that “Ship Masters” today are required to be not only good listeners, but good teachers as well. However when it comes time to giving direction regarding the running of the ship safely, you yourself must not forget what position you are hired for. “A Ship Master / Captain is solely and ultimately responsible for the safe operation of all merchant ships, or other vessels he commands.” In a manner of speaking the buck stops here, for all of those in this command position, regardless of what ship he is in command of. Under the new rules of ISM and ISPS the Master/ Captain must answer not only to the company, but that of Governmental and outside Agencies. Failure to run a ship in a proper manner could see the Master face charges from actions not of his own doing. However there are times as Master / Captain this can be a rewarding position to be in. It can also be the worst nightmare one can ever hope or want to experience. All be it due to the lack of seamanship that is a dying art, due to inexperienced crew as stated before.

Please let me explain; Years ago there was training programs that sailors had to follow in order to advance upward within the industry. This is very rare to say the least these days and now that the STCW requires the new generation of sailors to be licensed with a “Bridge Watch Keeping Certificate” as the first step. What does this mean. It simply says that a person that is intending to work on a boat / ship is required to “check mark” a questionnaire of not more then thirty questions / answers. A first year novas canoeist could pass between paddle strokes, it is that easy. Now armed with this “BWK” certificate, the companies require you to sign these young candidates on as (ABS) able body seamen. Very few of them know anything regarding how to make fast a mooring rope, or how to apply a rope stopper. Yes, most do not know how to tie a nautical knot and need to be shown. The regulation also states that this certificate is not an “A.B.S. Proficiency Certificate.” Knowing this you are up against the system / company. Let something go wrong by giving these new sailors a job that they should know how to do, but can not. Eventually someone gets hurt, all because of their lack of knowledge of what they were to do. Now put yourself in a position that the company has placed you in, for accepting this new breed of sailors as A.B.S.. You also accept the liabilities that are far reaching should this injury result in death. I personally have come to experience this. All because one man did not do what he was told, because of the lack of experience he was supposed to have. This lead to legal action and a Coast Guard Investigation that lasted for two years. Only at that time was the findings released, that stated that this deceased man died because of his our actions and inexperience. He left behind a wife and two children without a father and a husband.

The system that created this problem i.e.; STCW and the Companies that go forward by placing you in a difficult position, all be it because they really don't give a dam, as long as the job gets done. Nor do they come to the defence of the Ship's Master as they refuse to except or take the blame for their short comings, is the way I experienced it.

I have also experienced officers that started out loading a ship that went wrong and came banging on my door, only to say that they are not sure why the loading is not going to the preloading plan. It became clear that they did not follow the loading plan as approved by the Master. I will stop here as there is not enough room to cover all incidences, nor do I want to think about it all.

I have been commanding ships since the age of thirty years old, while holding a Master's Certificate at the age of twenty-six. I am now 62 years old and still commanding ships, of which some being very large to medium, and smaller. Looking ahead I can say with certainty that my retirement is just around the corner, and I am darn glad of it. To be a teacher is one thing of which I truly enjoy when I have those who really want to learn. Therefore I take endless hours to show seamen and officers alike. I never kept a close mine and I am prepared to listen to all, regardless of age or experience. However there are others that don't want to know regardless, this makes me wonder why I even try. Seamen regardless of rank or position will make mistakes as we all have done this before, I included. You must remember that “the buck stops at the Master's door whether to settle questions or claims made against the owners, or by the other grieving parties” !!

Captain Derek C. Kruger
Master Mariner

Please excuse the first text published, as the system
automatically sent this before proof reading of same:

John, I would like to say thank you for your comments as to the article I deposited on your web site sometime ago, regarding qualifying mariners in the art of seamanship. I would like to say that “Ship Masters” today are required to be not only good listeners, but good teachers as well. However when it comes time to giving direction regarding the running of the ship safely, you yourself must not forget what position you are hired for. “A Ship Master / Captain is solely and ultimately responsible for the safe operation of all merchant ships, or other vessels he commands.” In a manner of speaking the buck stops here, for all of those in this command position, regardless of what ship he is in command of. Under the new rules of ISM and ISPS the Master/ Captain must answer not only to the company, but that of Governmental and outside Agencies. Failure to run a ship in a proper manner could see the Master face charges from actions not of his own doing. However there are times as Master / Captain this can be a rewarding position to be in. It can also be the worst nightmare one can ever hope or want to experience. All be it due to the lack of seamanship that is dying art, due to inexperienced crew as stated before.

Please let me explain; Years ago there was training programs that sailors had to follow in order to advance upward within the industry. This is very rare to say the least these days and now that the STCW requires the new generation of sailors to be licensed with a “Bridge Watch Keeping Certificate” as the first step. What does this mean. It simply says that a person that is intending to work on a boat / ship is required to “check mark” a questionnaire of not more then thirty questions / answers. A first year novas canoeist could pass between paddle strokes, it is that easy. Now armed with this “BWK” certificate, the companies require you to sign these young candidates on as (ABS) able body seamen. Very few of them know anything regarding how to make fast a mooring rope, or how to apply a rope stopper. Yes, most do not know how to tie a nautical knot and need to be shown. The regulation also states that this certificate is not an “A.B.S. Proficiency Certificate.” Knowing this you are up against the system / company. Let something go wrong by giving these new sailors a job that they should know how to do, but can not. Eventually someone gets hurt, all because of their lack of knowledge of what they were to do. Now put yourself in a position that the company has placed you in, for accepting this new breed of sailors as A.B.S.. You also accept the liabilities that are far reaching should this injury result in death. I personally have come to experience this. All because one man did not do what he was told, because of the lack of experience he was supposed to have. This lead to legal action and a Coast Guard Investigation that lasted for two years. Only at that time was the findings released, that stated that this deceased man died because of his our actions and inexperience. He left behind a wife and two children without a father and a husband.

The system that created this problem i.e.; STCW and the Companies that go forward by placing you in a difficult position, all be it because they really don't give a dam, as long as the job gets done. Nor do they come to the defence of the Ship's Master as they refuse to except or take the blame for their short comings, is the way I experienced it.

I have also experienced officers that started out loading a ship that went wrong and came banging on my door, only to say that they not sure why the loading is not going to the preloading plan. It became clear that they did not follow the loading plan as approved by the Master. I will stop here as there is not enough room to cover all incidences, nor do I want to think about it all.

I have been commanding ships since the age of thirty years old, while holding a Master's Certificate at the age of twenty-six. I am now 62 years old and still commanding ships, of which some being very large to medium, and smaller. Looking ahead I can say with certainty that my retirement is just around the corner, and I am darn glad of it. To be a teacher is one thing of which I truly enjoy when I have those who really want to learn. Therefore I take endless hours to show seamen and officers alike. I never kept a close mine and I am prepared to listen to all, regardless of age or experience. However there are others that don't want to know regardless this makes me wonder why I even try. Seamen regardless of rank or position will make mistakes as we all have done this before, I included. You must remember that “the buck stops at the Master's door whether to settle questions or claims made against the owners, or by the other grieving parties” !!

Captain Derek C. Kruger
Master Mariner

Please let me explain; Years ago there was training programs that sailors had to follow in order to advance upward within the industry. This is very rare to say the lease these days and now that the STCW requires the new generation of sailors to be licensed as “Bridge Watch Keeping Certificate” as the first step. What does this mean. It simply says that a person that intends to work on a boat / ship is required to “check mark” a questionnaire of not more then thirty questions / answers. A first year novas canoer could pass between paddle strokes, it is how easy. Now armed with this “BWK” certificate, the companies require you to sign these young canidates on as (ABS) able body seamen. None know anything regarding how to make fast a mooring rope, or how to apply a rope stopper. Yes, most not to knowing how to tie a nautical knot. The regulations also states that this certificate is not an “ABS Proficiency Certificate.” Knowing this you are up against the system / company. Let something go wrong by giving these new sailors a job that they should know how to do but can not. Evently someone gets hurt because of their lack of knowledge of what they were to do. Now put yourself in a position that the company has placed you in, for accepting these new breed of sailors. You also accept liabilities that are far reaching should this injury result in death. I personally have come to experience this, all because one man did not do what he was told because of the lack of experience he was supposed to have. This lead to legal action and a Coast Guard Investigation that lasted for two years. Only at that time was the findings released that said that this deceased man died becaused of his our action and inexperience.

This system that created this problem ie; STCW and the Companies that go forward by placing you in a difficult position all be it because they really don't give a dam, as long as the job gets done. Nor do they come to the defence of the Ship's Master, as they / owners refuse to take blame for their short comings, is the way I see it.

I have also experienced officers that started out loading a ship that went wrong and came banging at your door to say, that they not sure why the ship is not going to the preloading plan, all because they did not follow the loading plan. This list / history can go on, but there is not enought room here to cover all incidences, so I will stop here.

I have being commanding ships at the age of thirty old, while holding a Master's Certificate at the age of twenty-six. I am now 62 years old and still commanding ships both very large, medum, and small. I can say with certainty that my retirement is just around the corner and I am darn glad of it. To be a teacher is one thing of which I truely enjoy, when you have those who really want to learn. There are and will be others that don't want to know regardless. If they make a mistake of which some do, you must remember “the buck stops at the Master's door to settle claims made against the owners, or by the grieving parties” !!

Captain Derek C. Kruger
Master Mariner

Based on your responses, I will investigate PMI.

One point that has me a bit unsettled is the idea that the “glamor” of sea life is no more. I admit that all jobs have negative sides. Has automation really taken the attraction away from sea life? Tugs and service vessels seem to be areas where there might be daily challenges that keep the job interesting. Am I mistaken here? I suspect that the more interaction one has with land and other vessels, the more interesting the work, as opposed to long voyages on autopilot. If any of you were entering the workforce now, which area would you enter for the greatest satisfaction and enjoyment?

By the way, I am an insulin dependent diabetic, so any military related employment is out. I just received my MMD, so at least that hurdle is out of the way.

Again, I truly appreciate your thoughts.

Eric

Based on your responses, I will investigate PMI.

One point that has me a bit unsettled is the idea that the “glamor” of sea life is no more. I admit that all jobs have negative sides. Has automation really taken the attraction away from sea life? Tugs and service vessels seem to be areas where there might be daily challenges that keep the job interesting. Am I mistaken here? I suspect that the more interaction one has with land and other vessels, the more interesting the work, as opposed to long voyages on autopilot. If any of you were entering the workforce now, which area would you enter for the greatest satisfaction and enjoyment?

By the way, I am an insulin dependent diabetic, so any military related employment is out. I just received my MMD, so at least that hurdle is out of the way.

Again, I truly appreciate your thoughts.

Eric