Professional Skipper Magazine from VIP Publications

ISSUES OVER QOL REVIEW A BY ALAN MOORE New Zealand offshore master who has been working overseas has complained about the new Qualifications and Operational Limits rules. He has returned to New Zealand and wants a job that will further his career. The argument is that Maritime New Zealand has effectively removed the practical ability of offshore masters to achieve sea- time in vessels larger than 500grt by not allowing this class of certificated operators to work on a vessel greater than 500grt. This means this group of about 250 mariners will not be able to improve their careers through the New Zealand system because they will not be permitted to work on these vessels without serving sea-time on them. You will see they cannot do that because of the rules. This is a classic case of the chicken and the egg. The issue was raised with Maritime NZ and in particular they were questioned as to the future of the NZ Offshore Master qualification and what is being done about the transition of Certificates of Competency into the new qualifications framework. It was pointed out that yet another "unlimited" unit standard course had begun at the Nelson Marlborough Institute of Technology, where the attendees have parted with their hard- earned cash for a course that before long may prove to have been a complete waste of their valuable time and money. Maritime NZ indicated they would ensure these people, along with the existing unit standards holders, were not disadvantaged in the transition. This is small comfort when so little progress seems to have been made to find a solution to the issues we are facing. The industry is rapidly losing faith in any workable resolution being achieved and wonder if in fact there is the desire, will and commitment within Maritime NZ to diligently pursue a suitable and workable resolution. It is often easier to find reasons or excuses not to find a solution than it is to find one. It is commendable that Maritime NZ staff have met Captain Tim Wilson from the Auckland Maritime School and it would seem he is working hard to find a solution to the issues. Maritime NZ may have used Wilson as a convenient excuse to abdicate responsibility for finding its own resolution. It is a concern that any solution that can be found and offered by Tim Wilson should have been achievable by Maritime NZ. A solution offered from a private training establishment will inevitably be based on the financial return it expects to receive. No disrespect to Captain Wilson and his commendable work is implied in this statement, it is simply a commercial reality. How is Maritime NZ going to ensure there is protection for mariners from this occurring? There may be potential for this group to use the Australian system to achieve its goals. The Trans-Tasman Mutual Recognition Act requires Maritime NZ to recognise certificates issued by Australian Maritime Safety Authority. In other words, the act requires Maritime NZ to recognise an Australian Master Class 4 and issue the equivalent New Zealand Certificate, NZ Offshore Master Unlimited. The process required to obtain this certificate in Australia is a lot less onerous and does not have the tonnage limitation. Furthermore, the Australians bend over backwards to accommodate applicants wherever possible. This is clearly not a preferred option for Kiwis, as most of them will prefer to remain in the New Zealand system. As there has been little or no progress made to address the 58 Professional Skipper January/February 2012 issues, it would appear there is no alternative but to seek another means of ensuring these seafarers are able to continue and progress in their chosen profession. Although the option being considered is where an AMSA Master <500gt issued by the AMSA as an STCW Rag II/2 CoC (and where appropriate endorsed with a C/O or Master <3000GT Near Coastal) will achieve many of the aims of this group, it will not put the issues they face in New Zealand to rest. If they have to seek Australian CoCs they will be legally entitled to do so under the act from Maritime NZ. It is clear that if the group has reached the point of seeking foreign CoCs, they will have the option to pursue ministerial or legal intervention to halt the implementation of the new qualification and operation limits process on the basis that Maritime NZ has failed in its statutory obligation to conduct a proper public consultation. (As defined in the dictionary, this means a discussion aimed at ascertaining opinions or reaching an agreement). As opinions seem to have been ignored and agreement has most definitely not been reached, by definition consultation has not occurred. The MTA is well aware that many extremely dissatisfied New Zealanders are prepared to pursue this action. There appears to be a political lobby group actively trying to stop the concept of NZOM progressing their career. On October 11, the New Zealand Merchant Service Guild wrote to the Minister of Transport, Steven Joyce, asking him to: • stop Maritime NZ from issuing exemptions • withdraw all current exemptions, and • stop the operation of the MV Rangitira, Anatoki and Pelican. These three vessels operate in restricted limits under the safe ship management system and are able to be commanded by skippers with an NZOM ticket. The guild is clearly trying to protect the jobs of their foreign-going members' claim they should all be manned by qualified foreign-going crew. The group is extremely disappointed that despite recent discussions that appeared to be productive and showed Maritime NZ was committed to finding solutions, the effort seems to have been wasted. It appears the discussions were simply a means of stalling the process. The MTA is committed to ensuring New Zealand mariners can pursue their profession and it will not be silenced or back away until this is achieved. While it is understood the grounding of the Rena off Tauranga initially consumed 90 percent of Maritime NZ staff time and it still has half its staff on the site, it seems the logic being used is flawed and they are not actively seeking options to satisfy this large group of mariners. It would appear that once again, the lack of mariners and maritime specialists within Maritime NZ has resulted in policy changes that will further cripple our industry. This group has also raised the issue of New Zealand mariners not being required to maintain a seafarers discharge book. The MTA believes having written evidence of time served is good and should be promoted by the industry. This would provide evidence of legitimate time served at sea and eliminate a lot of the issues over relevant sea-time currently being questioned. Contact Alan Moore, executive officer, NZ Marine Transport Association, email alan.j.moore@vodafone.co.nz, phone (021) 942-850

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