A sl nda bu yeni bir sorun de il, y llara dayanan bir geçmifli ve

Transkript

1 SEAFARER SHORTAGE GEM ADAMI SORUNU CAPT. TAH R SARIO LU A sl nda bu yeni bir sorun de il, y llara dayanan bir geçmifli ve objektif, anlafl labilir nedenleri var. Türkiye nin nüfusu, ifl gücü potansiyeli, e itim kurumlar ve kapasitelerinin s n rl olmas nedenlerden baz lar. Ancak, bugünkü durum çok farkl. Türkiye önemli say da e itilmifl ifl gücü potansiyeline sahip. Her düzeyde denizcilik e itimi veren e itim kurumlar n n say s ve kapasitelerinde geçmiflle k yaslamayacak derecede art fl var. Önceleri bu konuda üniversite düzeyinde e itim veren Yüksek Denizcilik Okulu ve Deniz Harp Okulu na birçok fakülte ve yüksekokul eklendi, denizcilik e itimi veren meslek liselerinin say s geçmiflle k yaslanamayacak kadar artt. TÜDEV, 1997 y l nda mezun vermeye bafllad ve bugün mezun say s 1,500 e ulaflt. Ancak tüm bu olumlu geliflmelere ra men, gemi adam temini konusundaki, sorun artarak devam ediyor. Peki neden hala bu sorun yaflan yor, neden ihtiyac karfl layacak say da zabitan yok? Acaba, ticaret filomuzda, bu dönemde öngörülemeyen ve planlanamayan önemli bir büyüme mi meydana geldi? Deniz ticaret filomuzun son 25 y ll k istatistiklerine bak ld - nda, sorunun büyümeden kaynaklanmad görülüyor. Bu istatistikler, bugün yaflanan zabitan s k nt s n n deniz ticaret filomuzdaki büyüme ve geliflme ile bir ilgisi olmad n gösteriyor. Hatta buna armatörü Türk olup, yabanc bayrak alt nda çal flt r - lan ve Türk gemi adamlar ile donat lan gemileri ekledi imizde bile zabitan s k nt s yaratacak objektif nedenler görülmüyor. Zabitan S n f Gemi Adam Tablosunun Düflündürdükleri Güverte Makina Yat Kaptan : 1833 S n rl Mk. Zabiti : 958 S n rl Vardiya zabit : 1645 S n rl Bafl makinist : 601 S n rl Kaptan : 2021 Makine Zabiti : 3002 Vardiya Zabiti : 4234 kinci Makinist : 1958 Birinci Zabit : 2720 Bafl Makinist : 1270 Kaptan : 1275 Uzakyol Var. Müh-Mak : 1329 Uzakyol Vardiya Zabiti : 3081 Uzakyol kinci Müh-Mak : 619 Uzakyol I. Zabiti : 1315 Uzakyol Bafl Müh-Mak : 1395 Uzakyol Kaptan : 2341 Toplam : Toplam :10772 (Bu tablo tarihinde Baflbakanl k Denizcilik Müsteflarl n n internet sitesinden al nm flt r.) Tablo incelendi inde sorun aç kça görülüyor. Toplam 20,465 güverte zabitine karfl, 10,772 makine zabiti!.. Mizahi olarak insan acaba diyor, Türk deniz ticaret filosu a rl kl olarak otomasyonlu gemilerden mi olufluyor yoksa, yelkenli bir filomuz mu var? fiakas bir yana, tablo gerçekten de özellikle makine s n f nda sorunun A ctually, this is not a new problem; it has a long history, and objective, comprehensible reasons. Some of these reasons were Turkey s population, workforce potentials, limited number of educational institutions with limited capacities. However, the present situation is rather different. Turkey has a considerable well-educated workforce potential. The number and capacities of educational institutions providing education in the maritime field have incomparably increased. In the past there were only the Maritime School of Higher Education and the Naval Academy that provided maritime education at university level. But many faculties and colleges have been added to these, and the number of the vocational high schools providing maritime education has increased in a way not comparable to the past. Turkish Maritime Education Foundation (TUDEV) began to produce graduates in 1997 and the number of graduates has reached today. However, in spite of all these favorable developments, the problem in qualified seafarer supply increasingly continues. Well, why does this problem still persist, and why is the number of officers inadequate to meet this demand? I wonder whether there has been a considerable, unpredicted and unplanned growth in the Turkish merchant marine in this period. When we look at the statistics covering the last 25 years of the Turkish merchant marine, we can see that the problem does not arise from growth. These statistics show that the current officer shortage has no concern with the growth and development in the Turkish merchant marine. Even when we add the vessels that are owned by Turkish owners but operated under foreign flags and manned with Turkish seafarers, there are no objective reasons that would create officer shortage. TÜRK DEN Z T CARET F LOMUZ TURKISH MERCHANT MARINE Y llar Gemi Adedi Dwt(1000) Grt S ras Years Number Of Vessels Dwt(1000) Grt Ranking

2 Deniz ticaret filomuzda gemi adam sorunu yafland tart flmas z bir gerçek. Bir yandan, zabitan s n f nda baz yeterlilik belgelerinde (özellikle uzakyol II. mühendis-makinist ve uzakyol I. zabitli i) filomuzun ihtiyac olan say da gemi adam bulmak neredeyse imkans z duruma gelirken, di er yandan da tayfa s n f nda; fazlas ile gemi adam olsa bile, bunlardan baz lar n n denizci kültürü, mesleki bilgi ve beceri eksikli i ile deniz örf ve adetlerine yeterince uyum sa layamamalar ciddi sorunlara yol aç yor. It is a reality that there is a seafarer problem in the Turkish merchant marine. On one hand, it almost becomes impossible to find adequate number of seafarers in some categories (particularly unlimited second engineer and unlimited chief engineer) in the officer class, and on the other, even though there is a large number of seafarers in the rating class, their lack of maritime culture, professional knowledge and skills, and their failure in adequately adapting themselves to the maritime customs and practices cause serious problems. MARINE & COMMERCE NOVEMBER

3 nas l da ciddi oldu unu anlat yor. Sadece uzakyol yeterlilik belgeli zabitleri dikkate ald m zda 6,737 güverte zabitine karfl 3,343 makine zabiti; en çok s k nt n n yafland uzakyol ikinciliklerinde ise 1,315 birinci zabite karfl 619 makine zabiti oldu u görülüyor. Yani, tüm uzakyol II. Müh Mak yeterlilik belgeli zabitlerimiz bugün itibari ile izne ç kmasa ve hepsi sürekli olarak gemide çal flsa bile sorun çözülemiyor. Üstelik durum rakamlar n gösterdi inden de vahim. Zira; uzakyol yeterlik belgeli zabitlerin gemi d fl nda baflka alanlarda istihdam olanaklar oldukça yüksek. Kald ki; son bir kaç y lda, Denizcilik Müsteflarl n n liman devleti kontrolü, bayrak devleti kontrolü ve idari kadrolar ile K y Emniyeti Genel Müdürlü- ü nün VTS sistemi içinde, bu yeterlikli çok say da gemi adam istihtam edilmeye baflland. Bu da zaten varolan s k nt n n daha çok artmas na yol açt. Zira filodan ayr lanlar n yerine ihtiyac karfl layacak say da yani zabitler gelmedi. En önemlisi de; sorunu kökten çözmek ad na denizcilik idaresi önemli bir ad m atamad. Geçici çözüm olarak düflünülen yabanc uyruklu zabit çal flt rma izninin de, pratikte hiçbir faydas ve uygulanabilirli i olmad görüldü. Çünkü yabanc uyruklu gemi adam çal flt rma izni al rken, gemi Türkiye deki herhangi bir iflyeri gibi düflünüldü ü için, zorunlu ve do al bir ifllem olan endorsement ifllemi öncesi, çal flt r lacak yabanc uyruklu zabitana, çiflleri Bakanl m zdan oturma, Çal flma ve Sosyal Güvenlik Bakanl m zdan da çal flma izni flartlar getirildi. Bu sürecin tamamlanmas ise en iyi ihtimalle bir kaç ayl k zaman gerektiriyor. Di er yandan 16 Eylül 2006 tarihinde Gemi adamlar Yönetmenli inde baz de ifliklikler yap larak, makine zabiti yetifltiren e itim kurumlar n n say s artt r ld ve taban geniflletildi. Ancak; mevcut s nav sistemi nedeni ile bu de ifliklikler de sorunu gideremedi. Kald ki yönetmelikte yap lan bu de ifliklik, asl nda makine mühendisli i bölümü mezunlar n n, önceden varolmas na ra men ortadan kald r lan haklar n n bir anlamda yeniden iadesini sa lad. Gelecek Y llarda Neler Bekleniyor? Aç kça söylemeliyiz ki, bugünkü politikalar sürdürüldükçe önümüzdeki yak n ve orta vadede zabitan s k nt s artarak devam edecek gibi görünüyor. Çünkü bugün itibari ile uzakyol e itimi veren Fakülte ve Yüksek Okullar m zdaki güverte ve makine bölümlerinin ö renci say lar, mevcut güverte ve makine zabiti dengesizli ini iki kat na ç karacak flekilde. Deniz Ticareti dergisi Mart say s nda yay mlanan Prof. Dr.Osman Kamil Sa n araflt rmas na göre, ö retim döneminde, uzakyol düzeyinde e itim veren 5 üniversiteye 229 güverte, 76 makine bölümü ö rencisi al nm fl durumda. Buna denizcilik e itimi veren di er Yüksek Okul, Vak f ve Özel E itim Kurumlar eklendi inde 845 güverte, 329 makine bölümü ö rencisinin e itim gördü ü görülüyor ö retim dönemindeki güverte ve makine bölümü ö rencilerinin say ve oranlar da bundan farkl de il. Bu ö rencilerin içinden, s nav sistemince elenecekler dikkate al nmasa bile, önümüzdeki dönemde de genel olarak zabit, özel olarak makine zabiti s k nt s n n artarak yaflanaca n söylemek kehanet olmayacakt r. Thoughts Provoked by the Office-Class Seafarers Table Deck Engine Yacht Master : 1833 Restricted Engineer Officer : 958 Restricted Watchkeeping Officer: 1645 Restricted Chief Engineer : 601 Restricted Master : 2021 Engineer Officer : 3002 Watchkeeping Officer : 4234 Second Engineer : 1958 Chief Officer : 2720 Chief Engineer : 1270 Master : 1275 Unlimited Engineer Officer : 1329 Unlimited Watchkeeping Officer : 3081 Unlimited Chief Engineer : 1395 Second Engineer : 619 Unlimited Chief Officer : 1315 Unlimited Master : 2341 Total :20465 Total : (This table is taken from the website of the Prime Ministry Undersecretariat for Maritime Affairs on Sep., 14, 2007). The table above reveals the problem clearly. Against total of 20,465 deck officers, there are only 10,772 engineer officers!.. Humorously, one can say I wonder if the Turkish merchant marine consists mainly of automated ships, or the country has a fleet of sailing ships. Set aside the joke, the above table clearly illustrates the seriousness of the problem particularly in the engine class. When we consider only the unlimited officers, there are 3,343 engine officers against 6,737 deck officers; and there are 619 engineer officers against 1,315 chief officers. In other words, even though all Turkish unlimited second engineers do not go on leave and they all work on board vessels throughout the year, the problem cannot be solved. Moreover, the situation is graver than the figures indicate. Because, unlimited officers have high opportunities for employment in areas other than vessels. Other than that, many unlimited officers have begun to be employed as administrative personnel in the port state control, flag state control operations of the Undersecretariat for Maritime Affairs, and in the VTS system of the Directorate General of Coastal Safety in the last few years. This led to an increase in the already existing shortage. Because, adequate number of new officers has not been supplied to fill the vacancies created by those that left the fleet. The most important of all, the maritime authorities have not taken any considerable steps to totally solve the problem. It has been seen that permissions given for employment of foreign officers, which was considered as a temporary solution, have proven to have no benefits and applicability in practice. Because, since vessels are considered as any workplace in Turkey when an application is made for permission to employ foreign seafarers, the Ministry of Internal Affairs stipulated obtainment of a residence permit, and the Ministry of Labor and Social Security required work permit for foreign officers to be employed before the obligatory and natural process of endorsement. Completion of all these procedures takes most optimistically a few months. On the other hand, through some amendments to the Seafarers Regulations on September 16, 2006, the number of the educational institutions that produce engineer officers has been increased. However, these changes failed to eliminate the problem due to the existing examination system. Moreover, these amendments to the regulations actually, in one sense, enabled return of the rights, which the graduates of the mechanical engineering department had been deprived of. 030

4 Personel S k nt s Nelere Yol Aç yor? Personel s k nt s ayn zamanda kalite sorununu da gündeme getiriyor. Kalite elde etmenin en önemli yollar ndan biri rekabet yaratmakt r ve arz talep dengesi sadece fiyatlar oluflturan bir etmen de ildir. Bugün her denizcilik iflletmesi bir yönü ile gemi adam temininden flikayet ederken bir yönü ile de bulunan gemi adamlar n n niteliklerinden flikayetçi. Bu sistem içinde armatörün buldu u gemi adam ile yetinmekten baflka yapabilece i birfley yok. Çünkü bahsetti imiz yeterliklerde talep arzdan daha fazla. Asl nda bu durum sadece armatörün aleyhine bir sonuç yaratm yor. Gemi adamlar aç - s ndan da son derece olumsuz bir tablo olufluyor. Çünkü onlar; nitelikleri, mesleki bilgileri ve mesleki yeterlilikleri gibi yönleri hiç sorgulanmadan ifl buluyorlar, dolay s yla da kendilerini gelifltirme ihtiyac duymuyorlar. Ayr ca, giderek derinleflen bu soruna gemisini Türk Bayra- nda tutman n di er bilinen dezavantajlar da eklenince, armatörler aras nda h zla Türk Bayra ndan ç k p baflka bayraklara geçme e ilimi yaflan yor. Bugün net rakamlara sahip olamamam za ra men, Türk armatörlere ait baflka bayrak alt nda çal flan gemilerin, neredeyse Türk Bayrakl deniz ticaret filomuzun yar s n aflt söyleniyor. Bu sürecin durdurulmas ve ters yöne çevrilmesi hedeflenmelidir. Kald ki, personel sorunu sadece deniz ticaret filomuzla ilgili bir sorun da de il. Önümüzdeki y llarda dünya deniz ticaret filosunda 50 bin gemi adam istihdam olana ndan bahsediliyor. Bugün bile, baflta Filipinler olmak üzere baz ülkeler, dünyaya arzettikleri gemi adamlar ile, toplam navlun gelirimizin fazlas n ulusal ekonomilerine katk olarak al yorlar. Biz ise bunca e itim kurumu ve e itilmifl genç insan kayna na sahip olmam za ra men, b rak n uluslararas piyasaya zabit arzetmeyi ulusal filomuzun gereksinim duydu u say da zabite sahip olmaktan uzak durumday z. Bu sorunun k sa dönemde çözülece i yönünde en ufak bir umut da maalesef görülmüyor. S nav Sistemi ile Zabitan Sorunu Aras ndaki liflki Uzakyol e itimi veren fakülte ve di er e itim kurumlar ndan mezun olanlar n ( TÜ Denizcilik Fakültesinde 3.s n f geçenlerin) gerekli stajlar tamamlayarak girecekleri s navda baflar l olmalar flart na ba l olarak alacaklar yeterlilik belgeleri, güverte bölü- What is expected from the future years? Frankly speaking, as far as the current policies are continued, the officer shortage will continue increasingly in the short- and mediumterm, for as of today, the number of students studying at the deck and engine departments of the faculties and higher education schools providing unlimited officer education is in a way that will double the current imbalance between the numbers of deck and engineer officers. According to the study conducted by Prof. Dr. Osman Kamil Sag and published in the March issue of the magazine of the Turkish Chamber of Shipping, total of 229 students entered the deck departments and 76 students entered the engine departments of 5 universities providing unlimited officer education in the academic year. When we add the other higher education schools, foundation schools and private educational schools that provide maritime education, there are total of 845 students studying at deck departments and 329 students at engine departments. The numbers and proportions of the students studying at these departments in the academic year are not so different. Looking at these figures, it would not be a soothsaying to say that the officer shortage in general, and engineer officer shortage in particular, will increase in the next period, even if we do not consider those that would be eliminated by the present examination system. What does the personnel shortage lead to? The personnel shortage, at the same time, leads to the quality problem. One of the most important ways of achieving quality is to create competition, and the demand-supply balance is not a factor that only affects the prices. Today, almost each one of the shipping enterprises complain not only about qualified seafarer shortage but also about the qualifications of the already employed seafarers. Within this system, shipowners have nothing to do other than being contented with seafarers they find. Because, the demand for seafarers with the aforementioned qualifications is more than the supply. Actually, this situation does not create an unfavorable situation only for shipowners. It creates an extremely negative picture in terms of the seafarers, for they are employed without being questioned in terms of their qualifications, professional knowledge and professional proficiency, and consequently, they do not feel the need to develop themselves. Furthermore, when we add to this ever deepening problem, the known disadvantages of operating vessels under the Turkish flag, the tendency among shipowners to shift to other flags increases. Even though we do not have clear figures today, it is said that the number of vessels operated by the Turkish shipowners under foreign flags has exceeded half the number of the vessels in the Turkish merchant marine fleet. We need to stop and reverse this process. Moreover, the personnel shortage is not only related to the Turkish merchant marine fleet. It is said that total of 50 thousand seafarers would be employed in the world merchant marine fleet in the next few years. Even today, some countries, particularly the Philippines, contribute to their national economy more than our total freight revenues with the seafarers they supply to the world. Even though we have this many educational institutions and educated young human resources, we are unable to meet the personnel needs of our national fleet, set aside supplying seafarers to the world. Unfortunately, there is no hope for solving the problem in the short-term. 032

5 münde Uzakyol Vardiya Zabitli i, makine bölümünde ise Uzakyol Vardiya Müh. Makinistli i yeterlilik belgesidir. Bu yeterlilikler staj d fl nda profesyonel denizci ya da gemi adaml n n ilk ad m d r. Bir baflka deyiflle bu s navlarda baflar s z olanlar denizci olamazlar. Bu denizci adaylar n n, 2006 Temmuz dönemi s - nav sonuçlar incelendi inde ortaya ç kan tablo flöyle; Güverte Makine Uzakyol Vardiya Zabiti Uzakyol Var.Müh-Mak. Sinava Giren : 392 Kifli Sinava Giren : 172 Kifli Baflar l. 116 Baflar l : 64 Baflar s z : 276 Baflar s z : 108 Baflari Oran : % 25,5 Baflari Oran : % 37 Peki Acaba Denizci Adaylar n B rak p Y llarca Denizde Çal flanlar n S navlardaki Durumu Ne? flte Tablo; Uzakyol Birinci Zabiti Uzakyol kinci Müh.-Mak. Sinava Giren : 145 Kifli Sinava Giren : 38 Kifli Baflar l. 76 Baflar l : 21 Baflar s z : 69 Baflar s z : 17 Baflari Oran : % 51 Baflari Oran : % 55 Uzakyol Kaptanl Uzakyol Bafl Müh-Mak. Sinava Giren : 157 Kifli Sinava Giren : 58 Kifli Baflar l. 65 Baflar l : 18 Baflar s z : 92 Baflar s z : 40 Baflari Oran : % 41 Baflari Oran : % 31 nceledi imiz di er dönemlere ait ve di er yeterliklerin s nav sonuçlar da bundan farkl de il. S nav sonuçlar oldukça baflar s z bir tabloyu gösteriyor. Akla ilk gelen soru da; Acaba bu s nava giren denizci aday ya da denizcilerin bir kapasite sorunu mu var? oluyor. Aç k ki böyle de il, zira bu insanlar girdikleri Ö.S.S. s navlar nda ilk s ralarda yer al p, TÜ, 9 Eylül Üniversitesi gibi seçkin yüksek e itim kurumlar n kazanm fl, kazanmakla kalmay p bu fakülteleri bitirmifl ya da TÜDEV de e itim görüp uzun süre aç k deniz stajlar n tamamlayan Kifliler. Özellikle Uzakyol I. Zabitli i ve Uzakyol II. Mühendisli i ya da Kaptan ve Bafl mühendislik s nav na girenler, bu e itim ve s navlar na y llarca deniz tecrübesini de ekleyen kimseler. Dolay s yla bu s navlar n baflar s zl klar n sadece s nava girenlerin kapasiteleri ya da iyi haz rlanmad klar gerekçesi ile aç klamak mümkün de il. E itim ve S navlarla lgili STCW Konvansiyonu Gerekleri Neler? Denizcilikte her yeterlik derecesi için gerekli e itim; müfredat program ve konular, bu konularla ilgili zorunlu ders saatleri ve s navlar n, STCW (Gemi adamlar n n E itim Belgelendirme ve Vardiya Standartlar Hakk nda Uluslararas Sözleflme) konvansiyonu belirlemifl durumda. Denizcilik e itimi veren; üniversite, yüksekokul ve di er tüm e itim kurumlar n n uygulad klar programlar n STCW ye uygunlu u aç s ndan denizcilik idaresince onaylanmas da konvansiyon gere i. STCW Konvansiyonunun bir baflka belirlemesi ise; s navlarla ilgili ve konuyla ilgili düzenleme de...gerekli s navlar idareyi tatmin edecek flekilde vermifl olmal fleklinde. S navlarla ilgili bu düzenleme önerilerimiz aras nda bulunan ilk yeterlik s navlar n n kald r lmas fikrimizin dayana n oluflturuyor. Relation between the examination system and officer shortage The certificates that can be obtained by the graduates of faculties and other educational institutions that provide unlimited officer education (those passing the 3rd grade at ITU Maritime Faculty) is the Unlimited Watchkeeping Officer in the deck department, and the Unlimited Engineer Officer in the engine department, provided that they complete the necessary training period and are successful in the examination given. These certificates are the first step to becoming a professional seafarer. In other words, those who cannot pass these examinations may not become a seafarer. When we examine the results of the examinations given in July 2006, we see the following picture: Deck Engine Unlimited Watchkeeping Officer Unlimited Engineer Officer Number Of Students : 392 Number Of Students : 172 Successful : 116 Successful : 64 Unsuccessful : 276 Unsuccessful : 108 Rate Of Success : 25,5% Rate Of Success : 37% Well, setting aside the officer candidates, what is the success rate of those officers who have spent years working on board? Here is the results: Unlimited Chief Officer Unlimited Second Engineer Exam Taken By : 145 Persons Exam Taken By : 38 Persons Successful : 76 Successful : 21 Unsuccessful : 69 Unsuccessful : 17 Rate Of Success : 51% Rate Of Success : 55% Unlimited Master Unlimited Chief Engineer Exam Taken By : 157 Persons Exam Taken By : 58 Persons Successful : 65 Successful : 18 Unsuccessful : 92 Unsuccessful : 40 Rate Of Success : 41% Rate Of Success : 31% The examination results of other periods and fields we investigated are not much different from these ones. These examination results show rather an unsuccessful picture. And the first question that comes to mind is Do these seafarer candidates or candidates have capacity problems? It is clear that it is not so, because these people scored top points in Student Selection Exams and entered the select educational institutions such as Istanbul Technical University, 9 Eylul University etc., and furthermore, they graduated from these faculties or, they were educated at TUDEV and completed their long practical training at sea. Particularly those who take the Unlimited Chief Officer and Unlimited Second Engineer examinations are the people who add years of experience to this education and exams. Consequently, it is impossible to explain the reason of unsuccessful results of these exams with the capacities of those taking the exam, or that because they were not well prepared for the exam. What are the STCW Convention Requirements relating to education and exams? The necessary education, curriculum and subjects, the compulsory teaching periods and examinations relating to these subjects in maritime education are regulated by the STCW (Standards of Training, Certification & Watchkeeping) MARINE & COMMERCE NOVEMBER

6 NE YAPMALI? Deniz ticaret filomuzun personel sorunu bugün ortaya ç kan bir sorun olmad na göre, çözümü de k sa süreli önlemlerle olmayacakt r. Ancak filomuzu çok zorlayan, armatörlerimizi yabanc bayra- a yönelten zabit sorunun hemen afl lmas gerekmektedir. Bunun için de k sa ve uzun vadeli çözümler söz konusudur. Uzun vadeli çözümler aran rken, sadece filomuzun zabit gereksinmesi de il, dünya deniz ticaret filosunun da ihtiyac n karfl - layacak, iyi e itimli, mesleki formasyonu yüksek, dil bilen ve uluslararas rekabet flartlar nda istihdam imkan bulacak gemi adamlar n n yetifltirilmesi hedeflenmelidir. Ayr ca, bu gemi adamlar n n herbirini kendi bafl na ifl aray p bulmas na b rak lmadan sektör ve idare iflbirli i ile, uluslararas ba lant lar olan, yabanc gemilerde çal flt rd gemi adamlar n n hakk n ve hukukunu koruyan personel iflletmecili i ofislerinin kurulmas ve uluslararas piyasalarda istihdam imkan n n artt r lmas gerekmektedir. Orta ve uzun vadede; önümüzdeki 5-10 y ll k dönemler için filomuzun büyüme ve geliflme seyrinin izlenerek, filomuzun ihtiyaç duyaca gemi adam (özellikle zabit) aç - n n giderilmesi, bunun için denizcilik e itimi veren e itim kurumlar n n ö renci kapasitelerinin olanaklar ölçüsünde artt r lmas, güverte ve makine bölümü orans zl n n hemen ve mutlaka giderilmesi zorunlulu u vard r. Ülkemizde denizcilikle ilgili sistem; insan n denize ç k fl n ve profesyonel anlamda denizci oluflunu her aç dan çok zorlaflt ran, ama ayn oranda denizden ayr l p karaya geçifli kolaylaflt ran, kolaylaflt rmaktan öte özendiren bir sistemdir. Kan m zca bir insan n denizci olmas bu kadar zorlaflt r lmamal ve daha mesle- in bafl nda denizden karaya, ya da baflka sektörlere geçifli bu kadar kolay olmamal d r. Mevcut s nav sistemi mutlaka gözden geçirilmelidir. Her e itim sonunda e itimin amac na uygun bir ölçme ve de erlendirme s - nav olmas do ald r. Ama s nav sonunda baflar ya da baflar s zl k herkesçe adil ve hakkaniyetle karfl lanmal d r. Bu sistemin böyle bir mant olmad gibi baflar ve baflar s zl k tamam ile tesadüflere ba l d r. Örne in bir aday s nava girdi i 6 dersten 100 alsa bile, bir dersten 60 ald için baflar s z say labilmektedir. S nav n kendisi sadece teorik bilgiye dayanmakta ve bilgiyi çok az, deniz ve gemide kazan lan tecrübeyi ise hiç bir flekilde de erlendirmemektedir. Denizcilik e itimi veren fakülte ve yüksek okullar ile meslek liseleri mezunlar na verilecek ilk yeterlilik belgesi s navs z verilmelidir. Zira bunlar n müfredat konular ve bu konular n okutuldu u saatler, konvansiyona uygunluk aç s nda denizcilik idaresince onaylanm flt r. Ö retim dönemi içinde ve mezuniyet için, bu konularla ilgili girdikleri s navlar (vize, final v.s.) idarenin yapt s nav say lmal, böylece denizcilikle ilgili yüksek e itim kurumunu ya da meslek lisesini bitirmifl her genç insana, baflka külfet getirmeden mesle ini icra etmesi, denizci olmas sa lanmal, daha sonraki her yeterlik düzeyi için istenilen flekilde s nav flart getirilmelidir. Böylece, mevcut s nav sisteminde üst üstte Convention. Approval of the programs applied by universities, colleges and all other educational institutions providing maritime education by the maritime administration in terms of conformance to STCW is a requirement of the convention. STCW Convention also regulates examinations. STCW s stipulation regarding the exams is that, students should pass the necessary examinations to the satisfaction of the administration. This regulation relating to examinations forms the basis of our opinion that the first proficiency tests should be abolished, which is also among our recommendations. RECOMMENDATIONS The personnel shortage in the Turkish merchant marine fleet is not one that has arisen recently. Therefore, it cannot be solved through short-term measures. However, the officer shortage, which puts the Turkish merchant marine fleet in a difficult situation and forces the Turkish shipowners to shift to foreign flags, needs to be overcome immediately. To that end, short- and long-term solutions need to be developed. While the long-term solutions are being sought, it should be aimed to produce well-educated seafarers, who received well professional training, can speak foreign languages, and who would be able to find employment opportunities under the international competitive conditions, to meet the officer needs not only of the Turkish merchant marine fleet, but also of the World fleet. Furthermore, without leaving these seafarers alone in their quest to find a job, it is necessary to establish crew management offices that have international connections and that protect the rights and benefits of the seafarers employed on board foreign vessels, in cooperation with the sector and the administration. In the medium- and long-term, the growth and development process of the Turkish merchant marine should be observed during the next 5- and 10-year periods, and the seafarer (particularly officer) shortage should be resolved accordingly, and to that end, the student capacities of the educational institutions providing maritime education needs to be increased as far as possible, and the imbalance in the number of graduates of deck and engine departments should be eliminated immediately. The maritime-related system in our country is one that, in all aspect, makes it difficult for people to become a seafarer in the professional sense, but rather encourages, set aside facilitating, shifting from working at sea to working on land. In our opinion, becoming a seafarer should not be so complicated, and shifting from sea to land or to other sectors should not be so easy in the beginning stage of the profession. The existing examination system must be reviewed. It is natural to subject students to a measurement and assessment examination at the end of training. But, the success or failure at the end of exams should be met fairly and equitably by everyone. The existing systems does not have such a logic, and success and failure depend totally on coincidences (event though a candidate scores 100 for, say, the 6 courses he/she takes the exam, he/she may be considered unsuccessful due to scoring, for example, 60 in one of them). The exam itself is based solely on theoretical knowledge and the practical information and the experience 034

7 baflar s zl k nedeniyle baflka alanlara yönelen, pes eden zabit adaylar sektöre kazand r lm fl olurlar. Ayr ca; bu flekilde meslek liseleri mezunlar filonun ihtiyaç duydu u nitelikli ve e itimli ara eleman gereksinmesini karfl layacaklar gibi, üniversite kap lar ndaki y lmalar n önüne geçilmelidir. En az ndan, önümüzdeki k sa dönemde, s navda uygulanan not baraj kald r larak 50 ve üstünde not alanlar n baflar l olduklar kabul edilmelidir. Kald ki bu not baraj n n hiçbir uluslararas kural ve kaide ile de ilgisi bulunmamaktad r. Denizcilik kurumlar nda e itim gören tüm ö rencilerin staj sorunlar kendilerine b rak lmadan bir planlama ile merkezi flekilde çözülmelidir. Çünkü stajlar n zaman nda yapamad için s - navlara giremeyen zabit adaylar n n say s hiç de az de ildir. Sadece torpili ve tan d olan n staj yapabildi i ortam yerine, herkese staj imkan yaratacak bir ortam yarat lmal d r. Gemi adamlar n n, gemi adam cüzdan ifllemleri, s nav ve yeterlik belgesi ifllemler STCW sertifikas ifllemleri gibi mesle ini yapabilmesi için zorunlu olan ifllemlerin vakit kayb na neden olmadan h zla yap labilmesinin sa lanmas gerekmektedir. Ayr ca, bu ifllemlerin baz lar için kendi sicil liman na gönderilmesi uygulamas na son verilmesi ve bulundu u liman baflkanl ndan ifllemini tamamlayabilmesi sa lanmal d r. Özetle; elbette ki personelin görevi sadece armatörün para kazanmas n sa lamak de ildir. IMO (Birleflmifl Milletler Denizcilik Örgütü) denetim listelerine göre ülke filomuzun bugünlerde kara listeden gri listeye geçti ini düflünürsek; bunda bile en büyük etkinlik iyi yetifltirilmifl kaliteli ve kalifiye gemi adamlar na aittir. Hepimizin el birli i ile hiç bir ilave menfaat ve art niyet düflünmeden elele verip denizcili imizin en büyük sorunu haline gelen bu konuyu akli-selim ile çözmemiz gerekmektedir. Denizcilik sektörüne hizmet veren, bu konu ile u raflan her ferdin imkanlar çerçevesinde elinden geleni yapmas, bir flekilde katk da bulunmas flikayetçi oldu umuz, s k nt çekti imiz bu konunun ivedilikle çözümlenmesine yard mc olacaklar n düflünüyoruz. & obtained at sea or on board are not even taken into consideration. 5.The first certificate to be awarded to graduates of the faculties and higher education institutions, as well as of the vocational high schools providing maritime education should be awarded without subjecting the students to a test. Because, the curriculums and total hours of training at these institutions are already approved by the maritime administration in terms of conformance to the STCW convention. The exams given to students during the term of education for graduation (e.g. visa exams, final exams, etc.) should be considered to be the exam given by the administration, allowing each one of the young people who completed a relevant higher education institution or a vocational high school to perform their profession as a seafarer without any additional inconveniences. For each of the higher levels of competence, any examination conditions can be adopted. Thus, officer candidates, who shift towards other fields due to several failures in the existing examination system, can be employed in the maritime industry. Furthermore, the vocational high school graduates will not only meet the qualified and trained intermediary personnel need of the fleet, but also help prevent further increase in the number of students taking the university exams. At least in the short future period, the lowest passing grade application in the exam should be abolished, and those scoring 50 and above should be considered successful. Moreover, this application has no connection with international rules or regulations. The practical training problems of all students studying at maritime education institutions should be solved centrally through good planning. Because, the number of officer candidates, who fail to take the exam due to the fact that they are unable to fulfill their practical training obligation in a timely manner, is not small. Instead of an environment where only those with an influential acquaintance are able to receive practical training, a fair environment where everyone will have the equal opportunities should be created. It is necessary that the Seaman s Identity Card procedures, as well as the examination, certificate, STCW certificate procedures, which are obligatory for the profession, are rapidly completed without wasting time. Furthermore, the application of sending the candidates to their own registration port for some of these procedures needs to the eliminated and all procedures should be completed with the nearest port authority. The reasons why we underline all these are as follows: Certainly, the only duty of the crew is not to enable the shipowner to earn money. Considering the fact that the Turkish merchant marine fleet has passed from the black list into the grey list, according the inspection lists of the IMO (The United Nations International Maritime Organization), even in this development, the lion s share rests with the well-educated, quality and qualified seafarers. We all need to cooperate and solve this matter that has become the most important problem of the Turkish maritime industry. We believe that, if everyone that serves and involves in the maritime industry do their best as far as they can and provide contributions in one way or another, then we can resolve this problem we are complaining about. & 036