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Educating the Maritime Workforce

As the Federal agency responsible for U.S waterbound interests, MARAD manages numerous operations around the world, all of which require a constant flow of skilled and readily-available mariners. This means MARAD is responsible for training and educating the next generation of mariners to carry out and improve the quality of U.S. maritime operations at sea and ashore, everything from shipbuilding, to port operations, to cybersecurity.

According to data from the National WWII Museum, about 243,000 mariners served during World War II. Today’s workforce is but a fraction of that. The need to maintain an adequate workforce in today's military, economic, and political environment is a constant challenge. To fill the array of maritime-related specialties and career paths, the Maritime Administration vigorously supports maritime training and education programs designed to prepare a new generation of mariners to take the helm.

Paths to a Maritime Career

There are many paths to becoming a mariner. For some, it begins at the MARAD-run United States Merchant Marine Academy , one of the service academies . For others, it begins at one of the  six maritime academies . For those currently serving in the military, the Military to Mariner (M2M) program is a valuable resource. Additionally, trade unions sponsor schools dedicated to maritime studies, and many 2-year community colleges offer maritime certificate programs. Additionally, MARAD works with K-12 schools , especially at the high school level, to put students on a maritime career path. MARAD further supports maritime education through its  Centers of Excellence Program (CoE) .

Maritime education options are on the rise, with recent estimates putting the number of schools providing some aspect of maritime study at over 500. Need to narrow your search? The Maritime Primary & Secondary Educational Coalition (MPSEC)  exists solely to foster interest in maritime education and connect potential students to learning institutions.

Mariner Workforce Strategic Plan

MARAD completed and published its  Mariner Workforce Strategic Plan  for fiscal years 2023-2027 in accordance with the requirements outlined in the FY 2021 National Defense Authorization Act (NDAA). This strategic plan outlines MARAD's aims for the next five years to address issues with mariner recruitment, training, and retention; the plan also addresses demonstration and research priorities concerning these issues.

For questions about MARAD-run educational programs, or how to become a United States Merchant Marine, contact the Office of Maritime Labor & Training at (202)366-4142 or at [email protected].

An Online Professional Learning Community Designed to Honor the Mariner

An online professional learning, community designed to, honor the mariner, from july 1-5, 2024, northeast maritime online (nemo°) will have limited tech support as we take time to rest and recharge over the holiday week. we will be back in the office on monday, july 8. during this time, you may still purchase and take your online courses. if you need immediate assistance with online courses, please contact [email protected] and we will get back to you as soon as possible. all licensing and assessment questions may be sent to [email protected] . thank you, maritime education, training & certification is what we do, stcw compliant online learning and career management tools that "honor the mariner", stcw compliant online learning and career management tools that, "honor the mariner", explore our online courses.

Global Maritime Distress and Safety System (GMDSS)

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Watchkeeping and Standard Marine Communication Phrases

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Rating Forming Part of a Navigational Watch (RFPNW)

Ship Construction and Basic Ship Stability (Operational)

Operator of Uninspected Passenger Vessels (OUPV)

FCC GMDSS Radio Operator Certificate (Elements 1 and 7)

Leadership and Managerial Skills

Terrestrial and Coastal Navigation

Magnetic and Gyrocompass

Able Seafarer Engine

Engine Room Resource Management

Rating Forming Part of an Engineering Watch (RFPEW)

Advanced Firefighting Revalidation

Basic Training Refresher

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Vessel Personnel with Designated Security Duties

Advanced Firefighting

Basic Firefighting

Basic Training

Maritime Cybersecurity Essentials

Maritime Security Awareness

Ship Security Officer

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Crisis Management and Human Behavior

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Handheld VHF Radio Essentials

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Bridge Resource Management

Search and Rescue (Operational)

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Onshore vs. Offshore Wind

Since ancient times, wind has been a reliable energy source. Though it is not a new source of energy, the demand for wind power has risen over the last few decades. As an abundant and inexhaustible resource, wind provides a form of sustainable, clean energy. Additionally, generating wind power can lead to community benefits like […]

What Is The GWO? 

The Global Wind Organization, or GWO, is a non-profit organization that was founded by the world’s leading wind turbine owners and manufacturers. Its goal is to set industry standards which ensure a safer industry and minimize injuries in the work environment. The first version of safety standards was released in 2012 as the GWO Basic Safety Training […]

Temporary Extension of Administrative Grace Period for Merchant Mariner Credentialing Announced

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Damage control – practical, designated person ashore (dpa) - online, leadership and managerial skills, engine resource management, global maritime distress & safety system (gmdss), basic training revalidation, bridge resource management for pilots with emergency shiphandling, advanced fire fighting revalidation, simulation capabilities and facilities.

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Our Programs

Maritime apprenticeship program.

Used to develop high-quality mariner, the MITAGS Maritime Apprenticeship Program (MAP) provides all of the maritime training and support necessary to obtain a Mate’s license. More importantly, the program instills the knowledge, skills, and confidence to take on the duties and responsibilities of a Deck Officer.

The 28-month program is divided between approximately 26 weeks of classroom training and 360 calendar days of training at sea.  Some Apprentices have been able to finish the program in as little as 24 months.  The program provides all of the maritime training and support necessary to obtain a Mate’s license. More importantly, the program instills the knowledge, skills, and confidence to take on the duties and responsibilities of a Deck Officer. The program is organized so that every shore-based training phase is reinforced by simulation and on-board maritime training. This approach allows Apprentices to immediately apply their new knowledge on the job.  Each phase builds on the previous phase, allowing skill development to progress gradually and logically.

STCW 2010 Chief Mate to Master Program

This STCW-2010 training program is designed for the experienced officer in charge of a navigational watch (Second & Third Officers) who is ready to upgrade to Chief Mate / Master management level. This complete program offers all the mandatory and optional training and assessment requirements to upgrade to the management level Chief Officer/Mate.

The MITAGS Chief Mate / Master (CMM) program is thirteen weeks (65 days) of USCG National Maritime Center (NMC) approved training and simulations that provide you with the knowledge, skills and confidence to assume the duties and responsibilities of a Chief Mate and Master. The courses are constantly updated and taught by highly experienced Captain/Instructors. Where applicable, advanced simulation is incorporated into the courses. MITAGS has prepared more deck officers to move up to the management level than any school in the United States.

Frequently Asked Questions

How do i get stcw certified.

This varies per license/ endorsement. Please refer to the National Maritime Center website at  https://www.dco.uscg.mil/national_maritime_center/ . If you are looking for the STCW  course , however, we offer this training under the course title ‘Basic Training’, and you may search this course and available dates on our website here:  https://www.mitags.org/course/basic-training/  

I am a new MMP Offshore applicant – what training benefits do I have at MITAGS?

MMP Offshore applicants and members who have sailed at least 30 days on board a MMP vessel may use up to four weeks of training and room/board at MITAGS within 6 months following their last date of discharge. One round trip transportation reimbursement may also be provided per eligibility period, depending on the policies of the MMP company with whom the applicant/member last sailed.

I am new to the industry – do you have entry-level training programs?

Our Maritime Apprenticeship Program is designed for entry-level mariners who have limited-to-no maritime experience. View more information by. View more information about the program here: https://maritimeapprenticeship.org .

Do you accept the use of the GI Bill® for your courses/ programs?

We do accept the use of the GI Bill® for our comprehensive training programs , according to our VA approval. MITAGS West Coast Campus, in particular, can also certify individual courses.  For more information on obtaining VA approval for our training programs, please contact our Student Services Manager, Jenny Pitzen, at [email protected]  or 206-739-0720.

GI Bill® is a registered trademark of the U.S. Department of Veterans Affairs (VA). More information about education benefits offered by VA is available at the official U.S. government Web site at https://www.benefits.va.gov/gibill .

What People Are Saying About Us

Moussa dabo, chief pilot, christopher aiello, apl maritime, ltd., elizabeth kretovic, mid-atlantic marine affairs manager, ørsted offshore north america, register for a maritime training course near you.

MITAGS provides the most comprehensive theoretical and practical maritime training programs, which are approved by the United States Coast Guard (USCG).

As a respected provider of award-winning maritime training courses, MITAGS is a trusted choice for anticipated and experienced mariners. Our maritime training school in Washington , as well as Maryland, offer hands-on training with the newest technologies and access to skilled mariners with decades of experience. As well, our more than 40 years of expertise lets us connect you with regional and national maritime employers seeking exceptional candidates.

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The new standard  for maritime craft professionals.

Established in 2012, NMEC is a multi-regional, industry-driven, member-based trade organization working to address workforce challenges facing the shipbuilding and ship repair industry. 

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Industry-driven, standards-based curricula ensures that everyone is teaching to the same standard.

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credentials provide individuals with national, portable, and stackable credentials.  

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Written and performance-based assessments help employers determine the skill level of new-hires and incumbent workers.

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A certification program that ensures the uniform and consistent delivery of training based on standards set by industry.

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An online, secure database to track individuals' credentials and certifications that can be accessed by employers.

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"industry certifications validate what workers know and are able to do. they take the guesswork out of hiring and promotion, and help reduce costs and minimize risks.".

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Investment in NMEC is not just an investment in your incumbent craft professionals and your future workforce, it is an investment in the future of the shipbuilding and ship repair industry.  A national, comprehensive system of workforce development will help grow the talent pipeline and improve your bottom line.

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Note: Registration for the 2024/2025 academic year begins May 01, 2024.

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All ships making voyages into polar waters must have officers on board who have received mandatory training at both the Basic and Advanced levels. This is a requirement for all SOLAS ships making international voyages under the IMO Polar Code…

Celestial Navigation / Astro 2

Students will learn to plan passages and determine ship’s position by Celestial Bodies, Parallel Plane, Mercator and Great Circle sailing.It also highlights the theory and practice of sextant. This course is for students working towards their Watch…

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Obtain stcw boatmaster qualification, abu dhabi maritime academy, the uae’s sole provider of ics & fiata accredited diplomas & courses.

Our Mission

Welcome to abu dhabi maritime academy.

A premier initiative by AD Ports Group for the advancement of the maritime industry, Abu Dhabi Maritime Academy provides world-class maritime education and training for the next generation of maritime industry leaders in the UAE and the region.

Our Academy is dedicated to cultivating talent, be it local or international, for a variety of activities within the maritime sector. Applying leading-edge curricula, global educational partnerships and state-of-the-art infrastructure, our students are prepared for success. The academy’s thorough education and hands-on training yields generations of professionals qualified to pursue their careers of choice.

To build the nation’s maritime capabilities by delivering high quality maritime education and certification courses

To develop and guide future generations of maritime leaders through world-class education and training

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We offer superior Maritime training and successive career development opportunities that meet international benchmarking standards. Our instructors are experts in their field, highly qualified in advanced technical proficiencies and industry know-how, enabling participants to obtain best-in-class knowledge to be able to flourish in their chosen professions.

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Managing Director and Group CEO, AD Ports Group

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Our short courses are designed for professional mariners seeking further training catering principally to the demands of Marine Offshore.

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Our Project Management Institute Courses provided Project Managers with access to the most important industry-recognised certifications globally.

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Our Professional Development Course covers FIATA Freight Forwarding & Logistics and ICS Maritime Logistics.

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Meet our industry leading experienced instructors delivering our professional course and undergraduate student Certificates at AD Maritime Academy.

Diploma in Shipping and Maritime Operations

A 12-month course designed to develop skills, competencies, and attitudes necessary for a career in the Merchant Navy.

Marine Engineering Bridging Programme (MEBP)

Designed and developed to bridge competency gaps and gain certification as Officer in Charge of an Engineering Watch.

Meet our industry leading experienced instructors delivering our professional course and undergraduate student diplomas at AD Maritime Academy.

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Abu dhabi maritime academy rolls out region’s first integrated maritime logistics certificate, adma roadshow showcases offering in dubai, uae education interface exhibition- 8th edition.

Abu Dhabi Maritime Academy is part of AD Ports Group, a human-centric organisation built on innovation and efficiency. We support our employees’ personal and professional development with best-in-class training and encourage new ways of thinking by supporting the development of the next generation of industry leaders.

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Everett, Washington

Maritime Institute has proudly opened a new location in Everett, Washington at the Port of Everett to better serve mariners’ maritime education needs in the Pacific Northwest. We occupy nearly 6,000 square feet of interior and exterior light industrial space at the Port’s Maritime Exploration and Innovation Complex located in the Craftsman District at Waterfront Place.

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Join us for your maritime training needs in Everett and surrounding areas of the Pacific Northwest and learn from the nation’s best!

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Welcome to the Maritime Educational Foundation

The maritime educational foundation (mef) strives to be a centre of excellence for seafarer training and provide funding support to the maritime sector..

Our aim is to provide a range of funding opportunities to support the development of the maritime sector.

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The Maritime Review

The online edition of the maritime league's maritime review magazine, some observations on philippine maritime education.

Posted By: Karl M Garcia 26-Nov-2021

The pandemic was really a disruptive game-changer. Even before the pandemic sent home most of our seafarers in 2020; their number has been dwindling the years prior. From close to 470,000 in 2019 it dropped 54% in 2020 to about 217,000. Deployment in 2018 dropped by more than 100,000. While the number of Philippine seafarers is dwindling, the number of seafarers coming from India is increasing and that is no small matter. The Philippines has been very much aware of this competition coming from India in that they have been aiming to have 20% of their population to be deployed as seafarers. Many of our seafarers have lost their jobs to Indian, Indonesian, Eastern European, and even Myanmar seafarers for so many reasons including that Filipinos are getting to be expensive.

Here is an excerpt from a retired seafarer who runs a Manning agency: “Owners are shifting to other supplying countries like Myanmar, Indonesia, India and other Eastern European countries due to economic reasons. But we assumed that there are various reasons and/or due to the increasing legal cost in employing Filipino crew as complained by the Protection and Indemnity P&I Insurance and owners,” said Morales, a retired captain who oversees several manning agencies.

Filipino rates for skilled seafarers are estimated to cost $1,000 each per month, compared with $600 to $800 per month in Indonesia. Morales also said the new Social Security System (SSS) Law would give ship-owners more reason to abandon the country. “In this new SSS Law, manning agents are considered employers, jointly and solely liable with criminal liability in the event its obligation to this law is violated. The manning industry will eventually die in the near future,” Morales claimed. Our seafarers contribute 22% of our OFW remittances. A seaman remits 80% of his salary leaving just a little for himself and yet reports show they are short-changed even further.

The Seafarer Training Industry and the EMSA Audit

The Philippines has a huge privately-run seafarer training industry that churns out 25,000 to 30,000 graduates of whom only 20% make it to sea and serve onboard an international vessel. There is also the standing warning from the EU –should we not pass the safety standards set, our seafarers will be banned in the EU.

EMSA’s requirement to limit the number of cadets doing OBT 

I have written about the safety of lives at sea (SOLAS). But one of the recommendations or directives of the EU is to limit the cadet’s onboard training. Shipboard training has always been an issue due to the lack of domestic ships that can be used for training.

According to one report: It would be the end of the line for many maritime schools in the country should the proposed corrective actions presented during the national workshop by the Maritime Industry Authority (MARINA) be implemented next school year, Sabino Czar Manglicmot, 2nd president of the Philippine Association of Maritime Institutions (PAMI) warned.

It was disclosed on the workshop’s first day that EMSA noted significant numbers of cadets on ships. “The team found cases in which 11, 16 or even 37 deck cadets were on board those ships, on which there were only two deck officers and the master,” the EMSA Report said.

This practice of having more than 10 cadets undergoing OBT (Onboard Training) on a ship in the inter-island trade has become common in recent years as the sector’s answer to severe lack of berths for students who have completed their academic requirements and, thus, are eligible to proceed to shipboard training.

Another issue is that our domestic fleet does not lack in number of ships, but we lack ships that weigh at least 500 tons. For the period of 2011-2015, 40% of domestic cargo ships weighed less than 500 tons. If some lower their tonnage to lower berthing fees, that would be another issue. MARINA must strictly implement re-admeasurements (tonnage measurement).

Also, the majority of our fleet is comprised of fishing vessels said to be unsuitable for onboard training. Since most of our fishing vessels are not used to catch fish but only carry the catch of the sea, maybe they could be reclassified as cargo vessels.

Whether it is true or not that domestic ship-owners reduce the tonnage of a vessel to pay lesser fees, resulting in a lack of available vessels that can provide OBT, seafarer training facilities, many of which are ill-equipped, produce too many graduates. This has been the recommendation of EMSA (European Maritime Safety Agency Audit) since 2006, but we have yet to comply.

Much has been reported by EMSA about how Maritime Schools need to shape up our Maritime training to comply with STCW (Standards of Training, Certification, and Watchkeeping) or shape out.

The Philippines was first inspected and re-assessed in 2006 when it was found not meeting the STCW requirements. The final audit conducted by the EMSA lasted until March 2020. During this period, EMSA conducted several inspections, such as visits to the Maritime Industry Authority ( MARINA ), Commission on Higher Education ( CHED ), three assessment centers, and 9 maritime higher education institutions ( MHEIs ) at Manila, Zambales, Cebu, Tagbilaran, and Iloilo areas.

“The inspections are aimed at verification of the system in place and include visits to the maritime administrations and maritime education and training institutions. In a country such as the Philippines, the number of these institutions is around 100, consequently, a representative sample is chosen” said the EU to Manila Bulletin.

In the previous EMSA audits, it was reported that the Filipino seafarers did not meet the STCW requirements. In fact, the March 2017 audit stated there were 42 areas of concern found. The Philippine authorities were required to submit 3 separate reports showing how these had been addressed.

In light of the situation, the Maritime Industry Authority ( MARINA ) back in November 2019 submitted the required documents in order to show proof of compliance to EMSA on the country’s maritime schools and training facilities standards and for implementing reforms under Executive Order 63. However, should the Philippines fail during the final audit, more than 30,000 of the region’s seafarers will be banned to service onboard European-flagged vessels.

European Commission’s Assessment

EU Ambassador to Manila Luc Véron said the European Commission would conduct an assessment for six months after it received the 2020 inspection report of the European Maritime Safety Agency ( EMSA ) on March 1.

“The European Commission will now undertake the assessment. This starts a six-month formal process that will be concluded by an EU decision on extending or terminating the recognition. Such a decision will be consulted with the EU Member States.”

More Improvements Coming Soon

The Philippine Association of Maritime Institutions (PAMI) , unfazed by the challenges brought about by the Covid-19 pandemic, remains naively optimistic that the state of affairs in the maritime education sector will improve in the coming days.

PAMI’s confidence is founded on the goodwill established among the various stakeholders of maritime education, both in government and the industry. The regular consultations initiated by the Maritime Industry Authority ( MARINA ), the Commission on Higher Education ( CHED ), Congress, PAMI, and other industry stakeholders demonstrate their earnest efforts to cooperate in resolving the problems confronting the sector. There is an obvious departure from the approach of drawing a clear barrier between the regulator and the regulated community which hardly resolved outstanding industry issues.

PAMI ’s bringing together MARINA , the MARINO Party-list , the Joint Manning Group ( JMG ) and the Philippine Inter-island Shipping Association ( PISA ) was but one of the many initiatives where these stakeholders tried to put together their thoughts on the challenges confronting Philippine maritime education, not limited to those resulting out of the pandemic, but more so to provide valuable inputs for strategic planning.

MARINA Administrator, RADM Robert Empedrad confirmed his commitment to continuously engage the stakeholders as the agency deals with the immediate concerns of the country’s maritime education. Known for his disposition to listen, Administrator Empedrad has gained the respect and acknowledgment of many in the maritime education sector. From one who once worked at MARINA , he revived in me the pride of having a Head of an agency who values his staff and personnel through generous acknowledgment of their contribution. Yet, he affirms his uncompromising policy of zero-tolerance on corruption.

MARINO Party-list represented in the Convention by Cong. Macnel Lusotan is PAMI ’s partner in the House of Representatives. Cong. Lusotan gave updates on the status of House Bill No. 272 on the Magna Carta for Filipino Seafarers which was approved by the Lower House and subsequently endorsed to the Senate in January 2021. Although HB No. 272 has deleted many extraneous provisions in the previously drafted bill, the provision requiring maritime higher education institutions to demonstrate that over the last three years, at least 60% of their maritime students who were able to secure cadet berths have been ominously retained. Cong. Lusotan cited a draft bill on Maritime Education Act which the MARINO Party-list will sponsor in the Lower House. “Without me concurring with legislating the carrying capacity for cadet berths, the MARINO Party-list could help by calling for the deletion of the aforementioned provision of HB No. 272, possibly during the bicameral meeting on the Magna Carta for Filipino Seafarers and instead propose the consideration of said provision in the discussions of the draft Maritime Education Act ,” Cong. Lusotan said.

Insights shared by JMG’s Mr. Eric Marquez and PISA’s Atty. Peter Aguilar were enlightening as well as encouraging even as the shipping and manning sectors are coping with the disruption created by the pandemic. They clearly articulated industry support for expanding the capacity for cadet berths and cited the current circumstances obtained in both international and domestic shipping which gives the maritime education sector in general, and PAMI in particular, valuable advice when dealing with the issue of onboard training.

At the Senate, it is reassuring as Senator Christopher Lawrence Go expressed his support for the maritime industry in his opening address to the PAMI Convention. Indeed, the PAMI annual convention is not just an ordinary event for the Association member-institutions; it is an event that allowed PAMI to have a meaningful dialogue with their partners in government and the private sector. It is good that there is a roadmap for our seafarers, but there is a lot of work to be done as we are a Maritime Nation. But while we are trying our best at everything for the green economy, we must not forget the blue economy.

It is true that we need to up the ante in Maritime education, not only because of seafaring but more so because we are a maritime nation with a formidable population, with a rich potential for maritime human resources in various fields.

The naval architecture course has a few takers, but the few who take it excel abroad like Darwin Morano, a Filipino Naval Architect recognized for his design in building UAE’s patrol craft.

In my article about Amending the National Defense Act: Philippine Navy , I talked about re-channeling our resources from the Philippine Army to other branches like the PAF and PN. We keep talking about a Self-Reliant Defense Posture yet we still import ships, and just about everything.

We can build our own ships, but we cannot even produce license plates and Protective Equipment because of the track record requirement of the procurement law.

To be specific, the Eligibility Criterion is under Section 23.11.1 (2) of the Implementing Rules and Regulations Part-A (IRR-A) of Republic Act 9184 (R.A. 9184). But with the ongoing controversy concerning a favored firm that came out of nowhere winning a bid despite established competitors. Although having an established bidder has more benefits, the concern is it can become a barrier to new entrants who would consequently have to resort to the “who you know in business” strategy to move forward.

Once our manufacturing sector vastly improves we would no longer be a breakdown maintenance nation which means a lack of preventive maintenance, and we repair only when it is broken, believing more in the logic behind “Why fix something if it ain’t broke?” than on necessary preventive maintenance.

That is the sad plight of Philippine maintenance culture in general. I am thinking if we should be proud if we managed to keep WW2 warships and boats afloat. Aside from the track record issues, there are a lot more:

Dwindling Workforce in Shipyards

ShAP (Shipping Association of the Philippines) highlights the dwindling workforce at the shipyards. Careers in artisanal “trades” have declined as “call center” and other white-collar jobs become more popular. ShAP’s presentation further notes there is a dearth of naval architects and marine engineers (the latter is not to be confused with the merchant marine engineers) to fill the local demand for their expertise. Overseas employment opportunities beckon as an attractive option, although some of the licensed professionals and skilled workers have stayed to work in local shipyards and help construct those “proudly Philippine built ships.”

Aside from efforts of keeping shipyard manpower in the country, ShAP expresses optimism on the opportunity offered by the K-12 curriculum in producing a bigger number of the young job-ready labor force that could work at the shipyard. However, attracting these high-school graduates will largely depend on generating their interest in building a career at a shipyard. Application of technology may be a come-on; still, employment opportunities for shipyard workers are hardly known or advertised. Career orientation events for high school graduating classes usually do not mention naval architecture nor are information flyers citing anecdotal successes relating to the profession distributed. Moreover, activities at the shipyard are hardly considered newsworthy, except when accidents occur or occasionally, a ship is launched at a Philippine shipyard. ShAP must realize there is a need to be more visible. Make the wider population know that opportunities abound at the shipyards!

More Challenges

Aside from insufficient manpower, Philippine shipyards are struggling to overcome bigger issues and challenges relating to materials, machinery, methods, and money, factors that determine a shipyard’s competitiveness. Steel constitutes the most part of a ship’s structure and is sourced from overseas; so are ship engines, propellers, and generators. High handling costs, duties, and taxes imposed on these materials add to the cost of building ships locally. On the other hand, tax incentives are extended to those who import ships, thus making locally-built ships lose out even in the inter-island shipping market. A case in point is Republic Act 9337 that amended the Internal Revenue Code (IRC) of 1997 and exempts domestic shipowners from paying value-added tax on the importation of vessels, engines, supplies, and equipment, a privilege not enjoyed by those who construct ships for domestic shipping. Closely reading Section 109 (S) of the IRC may provide a different construction of what the law provides, although generally tax legislation is to be strictly interpreted in favor of the taxing authority and that exactly was done.

Ship-owners are expected to source their ships where they can get the best bargain. Understandably linked to this and which ShAP recognizes, is the limited financial capacity of its customers –the ship-owners. It is therefore not surprising for shipbuilders to make an appeal on behalf of local ship-owners for the expansion of the country’s ship financing facilities.

For a country that professes to be a maritime nation, one expects to see a robust and flourishing shipbuilding sector. This does not seem so. Second-hand ships acquired from Asian neighbors plying in domestic waters continue to thrive, never mind if these are rendered unseaworthy as these undergo reconfiguration or are allowed to serve in routes different from their intended areas of operation, i.e., in calm seas or protected waters. Thus, issues of unseaworthy ships pop up and the use of imported second-hand ships re-surface whenever maritime casualties occur. Many fact-finding inquiries were conducted for the many maritime accidents. Yet capacitating local shipyards to build fit-for-purpose ships for inter-island shipping was rarely cited as an option to enhance maritime safety.

The issues and challenges confronting the shipbuilding sector are not new. One can only surmise government recognized the important role of the sector in realizing the country’s aspiration of socio-economic development as to identify it as one major component of the Philippine maritime industry. Such was clearly stipulated under Presidential Decree 474 that created the Maritime Industry Authority (MARINA) . After four decades, the same problems appear although articulated in different formulations.

One can sense from the challenge that ShAP throws to the government and concerned stakeholders a feeling of exasperation, but the association is not giving up on convincing the government to take the side of Filipino shipbuilders. After doing so for the longest time, ShAP is still willing to give it another shot. The reason being, the Government may finally take notice!

Senator Richard Gordon recognized the need to add Naval Architecture to the curriculum. Senator Gordon also noted, “Building our own ships would be cheaper and it would give our naval architectural designers a chance to get what we want. “Dapat maglagay na tayo ng sarili nating capability to build our own ships. Building our own ships would be cheaper and it would give our naval architectural designers a chance to get what we want. Dapat maglagay na tayo ng sarili nating capability to build our own ships.”

Stepping Up

The Maritime Industry Authority (MARINA) and the Society of Naval Architects and Marine Engineers (SONAME) have stepped up the efforts to strengthen the technical capacity in shipbuilding, recycling, and audits.

MARINA Administrator Robert A. Empedrad said the partnership with SONAME , entails capacity-building measures for MARINA ’s technical personnel. At present, MARINA has 45 registered naval architects nationwide who formulate technical standards for shipbuilding, ship repair, and ship recycling. SONAME, a regular member of the Marina Board, has been collaborating with MARINA in providing capacity-building activities for its naval architects and other engineers involved in the regulation of the country’s shipbuilding, ship repair, and ship recycling industry.

Transforming Maritime Education

The seafaring sector figures prominently in the country’s blue economy agenda. For the Philippine archipelago, the blue economy stretches through numerous fields of interest but is possibly considered inconsequential and therefore shoved to the sidelines. Economic activities of the ocean and for which the application of specific expertise is crucial include marine science, marine biotechnology, oceanography, naval architecture, offshore resource extraction operations, coastal management, marine resource conservation, and including but not limited to maritime administration, and port operations and management. The list is not exhaustive nor is it exclusive.

Expanding the concept of maritime education beyond seafaring and the STCW convention, therefore, is the logical way forward for an archipelago desiring to optimize the benefits generated by the blue economy.

In closing, we must recognize that we are a maritime nation, and thus Maritime Domain Awareness is a must for us.

Seafaring has been in our rich history, but our Blue economy needs more than just seafarers. For the Philippine archipelago, the blue economy stretches through numerous fields of interests, including marine science, marine biotechnology, oceanography, naval architecture, coastal management, marine resource conservation, and including but not limited to maritime administration, and port operations and management.

Maritime education that embraces the blue economy initiative widens the options in developing the country’s human capital. Students who may not have the aptitude for a shipboard career or those who for reasons beyond their control fail to complete the merchant marine programs, i.e., lack of berths for a cadetship, may instead seize the opportunity offered in other maritime-related professions. This means that any attempt to develop and promote maritime education, either by a legislative or executive act, must not limit the fields of discipline to BS Marine Transportation or BS Marine Engineering or any associated shipboard programs.

A look at what courses are offered at major universities

Our more than a hundred Maritime Education institutions offer only seafaring courses of BS ‘this and that.’ Having focused our resources on a green economy it is about time to focus on the Blue economy.

The National Marine policy entails Ocean Governance and Ocean management. These two fields require human capital. Our Maritime education institutions should incorporate these in their curricula. Our major universities such as UP, DLSU, and ADMU offer courses in BS Biology with specializations in Marine Science as well as Environmental Science. Many other marine courses can be taught in existing maritime schools and major universities.

We have been providing the world seafarers for the longest time, the rest of the world has been catching up with the world’s second most populous nation interested in providing seafarers –a sleeping giant has awoken. We are not abandoning deployment, but we also need manpower in other maritime-related fields, from shipbuilding and marine biology to ocean governance and management. It is about time to transform a number of our seafarer schools to a total Maritime School offering what is already offered in big universities on Marine and Environmental Science.

For the lack of Domestic ships for Onboard Training, if we can unleash the potential of our available Naval Architects by allowing entry for new local shipbuilders, then the lack of ships will be addressed and there would be more room for cadets to have Onboard Training. We could also build our own international vessels.

About the Author

Karl M Garcia’s interest in Maritime concerns was developed while observing his dad through the years in his capacity as a retired Navy officer who supervised the Navy’s first phase of modernization and once led the Committee on the separation of the PCG from the PN. Karl joined his father later as a consultant to Senators Biazon and Trillanes. Karl holds a BS Computer Science degree from AMA Computer University, and an MBA from DLSU Graduate School of Business.

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Fire Prevention And Fire Fighting (FPFF)

Personal safety and social responsibilities (pssr), personal survival techniques (pst), elementary first aid (efa), security training for seafarers with designated security duties (stsdsd), basic training for oil and chemical tanker cargo operations (octf), basic training for liquefied gas tanker cargo operations (lgtf), basic training for ships operating in polar waters (bpw), proficiency in survival craft and rescue boats (pscrb), ship security officer (sso), medical first aid (mfa), advanced training for oil tanker cargo operations (tasco), advanced fire fighting (aff), advanced training for chemical tanker cargo operations (chemco), advanced training for liquefied gas tanker cargo operations (gasco), medical care (mc), advanced training for ships operating in polar waters (apw), proficiency in fast rescue boats (pfrb), refresher course in personal survival techniques (rpst), refresher course in fire prevention and fire fighting (rfpff), refresher course in proficiency in survival craft & rescue boats other than fast rescue boats (rpscrb), refresher course in advanced fire fighting (raff), refresher course in medical first aid (rmfa), refresher course in medical care (rmc), refresher course in proficiency in fast rescue boats (rpfrb), refresher and updating course for engineers - operational level (ruco), refresher and updating course for all engineers (ruce), refresher and updating course for engineers - management level (rucm), refresher and updating course for deck officers - management level (rucdm), refresher and updating course for deck officers - operational level (rucdo), vertical integration course for trainers (vict), assessment, examination and certification of seafarers (aecs), indian maritime legislation course for recognition endorsement (imlc), passenger ship familiarisation course (psfc), passenger ship safety course (pssc), company security officer (cso), port facility security officer (pfso), high voltage safety and switch gear course - operational level (hvso), high voltage safety and switch gear course - management level (hvsm), marine boiler and steam engineering course - operational level (mbso), marine boiler and steam engineering course - management level (mbsm), bridging course eo to eto (beto), basic training for ships using fuels covered within the igf (igfb), advanced training for ships using fuels covered within the igf (igfa), train the simulator trainer and assessor course (tsta), general purpose rating, graduate marine engineering, marine electro technical officer.

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Which NY colleges offer the best value? See where your alma mater ranks

A recent study from  SmartAsset  revealed the best valued colleges in New York based on five categories: tuition, student living costs, scholarship and grant offerings, student retention rate and starting salary for new graduates.

Rochester Institute of Technology in Henrietta ranked 10th on the list, and was the lone Rochester area college or university listed.

Here's where New York schools landed on the list.

Webb Institute on Long Island ranks as best value college in NY

Webb Institute , a private college focused on engineering, in Glen Cove in Nassau County ranked first in New York's best value college, with a college education value index of 93.95.

Colgate ranks second best value college in NY

Colgate University in Hamilton, Madison County, is ranked No. 2 among the best value colleges in New York, with a college education value index score of 83.65.

SUNY Maritime ranks third best value college in NY

SUNY Maritime College , located by the Throgs Neck Bridge in the Bronx, is ranked No. 3 among the best value colleges in New York, with a college education value index score of 83.34.

Cornell University ranks fourth best value college in NY

Cornell University in Ithaca, Tompkins County, is ranked No. 4 among the best value colleges in New York, with a college education value index score of 83.04.

Albany College of Pharmacy and Health Sciences ranks fifth best value college in NY

The Albany College of Pharmacy and Health Sciences is ranked No. 5 among the best value colleges in New York, with a college education value index score of 75.64.

Top 10 colleges in New York

• Webb Institute
• Colgate University
• SUNY Maritime College
• Cornell University
• Albany College of Pharmacy and Health Sciences
• Hamilton College
• Stony Brook University
• Cooper Union for the Advancement of Science and Art
• Rensselaer Polytechnic Institute
• Rochester Institute of Technology

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We have discussed How do you Clean Orascoptic Loupes before, and how laser safety goggles can help keep your eyes safe when cleaning with an ultrasonic cleaner. But, are they really needed for laser safety?

The answer is, No. There are many other ways to clean these ultra-thin ropes without any need for special, protective eyewear.

These loupes are medical devices that may be necessary for long-term therapy, such as in the case of distance vision loss. They are designed to be worn under normal clothing and will usually be placed under an orthopedic pillow for more comfortable wear.

Unfortunately, some patients who have these loupes, because of their thickness, may not want to remove them. They feel uncomfortable and might not want to get rid of their bulky, uncomfortable devices. Some people might like to remove the ropes, but find that it is hard to get around with the loops and also might need someone to help them.

Other patients don’t want to remove their houses. Instead, they want to wear them, but don’t want the eyes discomforting them. They would rather have an alternative protection, such as eye drops, so they don’t have to remove their eye shields .

The only problem with this solution is that it’s very difficult to find a company that makes good, high quality eye drops, that do not cost a lot of money. Even worse, there are so many different brands of eye drops, that you really can’t say which one is going to work the best for you. However, one type of loupes that can be used for these purposes is the thermal safe glasses. These glasses protect you from temperature extremes that can affect your eyes. The glasses are made from special materials and have a coating over them that will filter out all thermal heat.

So, there is no need to remove your thermal glasses when you’re cleaning these loupes. However, it’s important to know how to clean these lenses. Here are some tips to follow:

First, we would recommend that you first read the manual that comes with your cleaning system, to ensure that you’re using the proper cleaning methods. You can also use our kit to try the process at home before you buy a cleaning system.

Second, you should always clean your eye shields before removing them. If you remove your eye shields before you’ve cleaned them, then you’ll probably find the cleaning a bit difficult.

Third, we would recommend that you only use a hand held ultrasonic cleaner for cleaning these ultra thin loupes. Our kits come with an ultrasonic cleaning system that cleans your loupes without causing damage to your eyes, and we recommend it for those with weak or delicate eyes.

And, for those of you with severe problems, we highly recommend you have your eyes checked by an ophthalmologist, as a medical device that doesn’t interfere with their eyesight may be needed. For more information on this topic, please see our site.

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Proficiency in Fast Rescue Boats (FRB)

Marine Training / STCW Courses / Proficiency in Fast Rescue Boats (FRB)

The Proficiency in Fast Rescue Boats (FRB) course is designed in order to provide crew members designated with special rescue duties with sufficient training of fast rescue boats operation. It complies with table A-VI (2-2) STCW 1995 requirements and consists of the theoretical and extensive practical sessions.

Objectives:

Among the expected results of the Proficiency in Fast Rescue Boats (FRB) course are:

• Delegates show competence in launching and operating FRB; • They are able to right a capsized fast rescue boat; • Trainees manage to handle a FRB through rough weather conditions; • Effective commutation is maintained between the boat and helicopter and/or a vessel; • Delegates demonstrate knowledge of search and rescue procedures and patterns; • Operate emergency appliances correctly; • Trainees can rescue near-drowning person, perform the required first aid manipulations and transfer the casualty to a ship or helicopter.

Course content:

• Construction features and emergency equipment of a Fast Rescue Boat; • Launching and recovering of FRB techniques; • Righting a capsized FRB and re-boarding tactics; • Handling FRB in case of extreme weather conditions; • Signaling and communication equipment; • Study of search patterns to use while operating a fast rescue boat; • Rescue from water, transfer of the casualty to the safety; • Operation of FRB engine; • Safe towing of a lifeboat or life raft.

Assessment: Continual observation during practical exercises and written test summarizing theoretical part of the syllabus.

Target Audience: Crew members assigned to search and rescue duties with the use of fast rescue boats.

Pre-requisites : Medical Fitness Certificate and Proficiency in Survival Craft and Rescue Boat other than Fast Rescue Boat (PSCRB) course certificate.

Duration: 2 – 3 days.

Validity: 5 years.

Training Centers Offering This Course

Astrakhan, ru.

• BRIG Training Center
• Caspian Sea and River Transport Institute
• Shore-based training simulating centre of Astrakhan

Kaliningrad, ru

• Baltic Center of Maritime Professional Education
• Maritime Training Center of Moscow State Academy of Water Transport
• Storm Training Center

Murmansk, ru

• Training Center of Murmansk Shipping Company

Novorossiysk, ru

• Institute for Continuing Education on the base of Admiral Ushakov Maritime State University

Rostov-on-Don, ru

• Maritime Training Centre «GALS»

Saint Petersburg, ru

• Marine Systems

Sevastopol, ru

• ADMIRAL USHAKOV MARITIME STATE UNIVERSITY
• ARMATOR Maritime Training Center

Vladivostok, ru

• Admiral Nevelskoy Maritime State University
• Far Eastern Institute of Communications
• Pacific Maritime School
• Vladivostok Maritime College Training Center

Algeciras, es

• Centro de Formación Marítima Bahía del Sur

Barcelona, es

• BarcelonaTech (UPC) EL RINCÓN DEL MARINO
• UPC Barcelona School of Nautical Studies

Corunna, es

El masnou, es.

• Euroshipping Consulting and Survey
• Centro Jovellanos

Pontevedra, Málaga, Vigo, es

• Formación ALFER

Santa Cruz of Tenerife, es

• La Escuela Canaria de Navegación y Seguridad Marítima
• Celtapesca Formación Marítimo Pesquera de España
• Izmail Training Center (Marin Pro Service)
• Training Center of the Ukrainian Danubian Line

Kherson, ua

• Admiral Ushkov Maritime Institute
• Seafarers Training Centre (STC) (Kherson Branch)
• Kiev Training Center for Water Transport Specialist

Mariupol, ua

• The Centre of Maritime Transport Specialists Training, LLC

Bacolod, Cebu, Iloilo, Davao, Makati, ph

• NEWSIM Training Academy

Bunga, Capipisa, ph

• Consolidated Training Systems Inc (Bunga Training Site)

Dasmariñas, ph

• Philippine Nautical and Technological Colleges

Makati City, ph

• Philippine Center for Advanced Maritime Simulation and Training (PHILCAMSAT)
• Excellence & Competency Training Center, Inc.
• Philippine Seafarers Training Center
• The Maritime Training Center of the Philippines, Inc. (TMTCP)

Manila, Bacoor, Tanza, ph

• Southern Institute of Maritime Studies

Subic Bay Freeport Zone, ph

• IDESS Maritime Centre (Subic) Inc.

Aberdeen, gb

• Falck Safety Services Aberdeen
• Petrofac Training

Billingham Cleveland, gb

• Falck Safety Services Teesside

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Agreement Between the Government of The United States of America and the Government of The Union of Soviet Socialist Republics on the Prevention of Incidents On and Over the High Seas

Signed at Moscow May 25, 1972 Entered into force May 25, 1972

Narrative Treaty Text Protocol

In the late 1960s, there were several incidents between forces of the U.S. Navy and the Soviet Navy. These included planes of the two nations passing near one another, ships bumping one another, and both ships and aircraft making threatening movements against those of the other side. In March 1968 the United States proposed talks on preventing such incidents from becoming more serious. The Soviet Union accepted the invitation in November 1970, and the talks were conducted in two rounds -- October 1, 1971, in Moscow and May 17, 1972, in Washington, D.C. The Agreement was signed by Secretary of the Navy John Warner and Soviet Admiral Sergei Gorshkov during the Moscow summit meeting in 1972.

Specifically, the agreement provides for:

• steps to avoid collision;
• not interfering in the "formations" of the other party;
• avoiding maneuvers in areas of heavy sea traffic;
• requiring surveillance ships to maintain a safe distance from the object of investigation so as to avoid "embarrassing or endangering the ships under surveillance";
• using accepted international signals when ships maneuver near one another;
• not simulating attacks at, launching objects toward, or illuminating the bridges of the other partys ships;
• informing vessels when submarines are exercising near them; and
• requiring aircraft commanders to use the greatest caution and prudence in approaching aircraft and ships of the other party and not permitting simulated attacks against aircraft or ships, performing aerobatics over ships, or dropping hazardous objects near them.

The agreement also provides for: (1) notice three to five days in advance, as a rule, of any projected actions that might "represent a danger to navigation or to aircraft in flight"; (2) information on incidents to be channeled through naval attaches assigned to the respective capitals; and (3) annual meetings to review the implementation of the Agreement.

The protocol to this agreement grew out of the first meeting of the Consultative Committee established by the agreement. Each side recognized that its effectiveness could be enhanced by additional understandings relating to nonmilitary vessels. In the protocol signed in Washington, D.C., on May 22, 1973, each party pledged not to make simulated attacks against the nonmilitary ships of the other.

Like other confidence-building measures, the Incidents at Sea Agreement does not directly affect the size, weaponry, or force structure of the parties. Rather, it serves to enhance mutual knowledge and understanding of military activities; to reduce the possibility of conflict by accident, miscalculation, or the failure of communication; and to increase stability in times of both calm and crisis. In 1983, Secretary of the Navy John Lehman cited the accord as "a good example of functional navy-to-navy process" and credited this area of Soviet-American relations with "getting better rather than worse." In 1985, he observed that the frequency of incidents was "way down from what it was in the 1960s and early 1970s."

Treaty Text

The Government of the United States of America and the Government of the Union of Soviet Socialist Republics,

Desiring to assure the safety of navigation of the ships of their respective armed forces on the high seas and flight of their military aircraft over the high seas, and

Guided by the principles and rules of international law,

Have decided to conclude this Agreement and have agreed as follows:

For the purpose of this Agreement, the following definitions shall apply:

1. "Ship" means:

(b) Naval auxiliaries of the Parties, which include all naval ships authorized to fly the naval auxiliary flag where such a flag has been established by either Party.

2. "Aircraft" means all military manned heavier-than-air and lighter-than-air craft, excluding space craft.

3. "Formation" means an ordered arrangement of two or more ships proceeding together and normally maneuvered together.

The Parties shall take measures to instruct the commanding officers of their respective ships to observe strictly the letter and spirit of the International Regulations for Preventing Collisions at Sea, hereinafter referred to as the Rules of the Road. The Parties recognize that their freedom to conduct operations on the high seas is based on the principles established under recognized international law and codified in the 1958 Geneva Convention on the High Seas.

1. In all cases ships operating in proximity to each other, except when required to maintain course and speed under the Rules of the Road, shall remain well clear to avoid risk of collision.

2. Ships meeting or operating in the vicinity of a formation of the other Party shall, while conforming to the Rules of the Road, avoid maneuvering in a manner which would hinder the evolutions of the formation.

3. Formations shall not conduct maneuvers through areas of heavy traffic where internationally recognized traffic separation schemes are in effect.

4. Ships engaged in surveillance of other ships shall stay at a distance which avoids the risk of collision and also shall avoid executing maneuvers embarrassing or endangering the ships under surveillance. Except when required to maintain course and speed under the Rules of the Road, a surveillant shall take positive early action so as, in the exercise of good seamanship, not to embarrass or endanger ships under surveillance.

5. When ships of both Parties maneuver in sight of one another, such signals (flag, sound, and light) as are prescribed by the Rules of the Road, the International Code of Signals, or other mutually agreed signals, shall be adhered to for signalling operations and intentions.

6. Ships of the Parties shall not simulate attacks by aiming guns, missile launchers, torpedo tubes, and other weapons in the direction of a passing ship of the other Party, not launch any object in the direction of passing ships of the other Party, and not use searchlights or other powerful illumination devices to illuminate the navigation bridges of passing ships of the other Party.

7. When conducting exercises with submerged submarines, exercising ships shall show the appropriate signals prescribed by the International Code of Signals to warn ships of the presence of submarines in the area.

8. Ships of one Party when approaching ships of the other Party conducting operations as set forth in Rule 4 (c) of the Rules of the Road, and particularly ships engaged in launching or landing aircraft as well as ships engaged in replenishment underway, shall take appropriate measures not to hinder maneuvers of such ships and shall remain well clear.

Commanders of aircraft of the Parties shall use the greatest caution and prudence in approaching aircraft and ships of the other Party operating on and over the high seas, in particular, ships engaged in launching or landing aircraft, and in the interest of mutual safety shall not permit: simulated attacks by the simulated use of weapons against aircraft and ships, or performance of various aerobatics over ships, or dropping various objects near them in such a manner as to be hazardous to ships or to constitute a hazard to navigation.

1. Ships of the Parties operating in sight of one another shall raise proper signals concerning their intent to begin launching or landing aircraft.

2. Aircraft of the Parties flying over the high seas in darkness or under instrument conditions shall, whenever feasible, display navigation lights.

Both Parties shall:

1. Provide through the established system of radio broadcasts of information and warning to mariners, not less than 3 to 5 days in advance as a rule, notification of actions on the high seas which represent a danger to navigation or to aircraft in flight.

2. Make increased use of the informative signals contained in the International Code of Signals to signify the intentions of their respective ships when maneuvering in proximity to one another. At night, or in conditions of reduced visibility, or under conditions of lighting and such distances when signal flags are not distinct, flashing light should be used to inform ships of maneuvers which may hinder the movements of others or involve a risk of collision.

3. Utilize on a trial basis signals additional to those in the International Code of Signals, submitting such signals to the Intergovernmental Maritime Consultative Organization for its consideration and for the information of other States.

The Parties shall exchange appropriate information concerning instances of collision, incidents which result in damage, or other incidents at sea between ships and aircraft of the Parties. The United States Navy shall provide such information through the Soviet Naval Attache in Washington and the Soviet Navy shall provide such information through the United States Naval Attache in Moscow.

This Agreement shall enter into force on the date of its signature and shall remain in force for a period of three years. It will thereafter be renewed without further action by the Parties for successive periods of three years each.

This Agreement may be terminated by either Party upon six months written notice to the other Party.

The Parties shall meet within one year after the date of the signing of this Agreement to review the implementation of its terms. Similar consultations shall be held thereafter annually, or more frequently as the Parties may decide.

The Parties shall designate members to form a Committee which will consider specific measures in conformity with this Agreement. The Committee will, as a particular part of its work, consider the practical workability of concrete fixed distances to be observed in encounters between ships, aircraft, and ships and aircraft. The Committee will meet within six months of the date of signature of this Agreement and submit its recommendations for decision by the Parties during the consultations prescribed in Article IX.

DONE in duplicate on the 25th day of May 1972 in Moscow in the English and Russian languages each being equally authentic.

FOR THE GOVERNMENT OF THE UNITED STATES OF AMERICA:

John W. Warner

Secretary of the Navy

FOR THE GOVERNMENT OF THE UNION OF SOVIET SOCIALIST REPUBLICS:

Sergei G. Gorshkov

Commander-in-Chief of the Navy

Protocol to the Agreement Between the Government of The United States of America and the Government of The Union of Soviet Socialist Republics on the Prevention of Incidents On and Over the High Seas Signed May 25, 1972

Signed at Washington May 22, 1973 Entered into force May 22, 1973

The Government of the United States of America and the Government of the Union of Soviet Socialist Republics, herein referred to as the Parties,

Having agreed on measures directed to improve the safety of navigation of the ships of their respective armed forces on the high seas and flight of their military aircraft over the high seas,

Recognizing that the objectives of the Agreement may be furthered by additional understandings, in particular concerning actions of naval ships and military aircraft with respect to the non-military ships of each Party,

Further agree as follows:

The Parties shall take measures to notify the non-military ships of each Party on the provisions of the Agreement directed at securing mutual safety.

Ships and aircraft of the Parties shall not make simulated attacks by aiming guns, missile launchers, torpedo tubes and other weapons at non-military ships of the other Party, nor launch nor drop any objects near non-military ships of the other Party in such a manner as to be hazardous to these ships or to constitute a hazard to Navigation.

This Protocol will enter into force on the day of its signing and will be considered as an integral part of the Argument between the Government of the United States of America and the Government of the Union of Soviet Socialist Republics on the Prevention of Incidents On and Over the High Seas which was signed in Moscow on May 25, 1972.

DONE on the 22nd of May, 1973 in Washington, in two copies, each in the English and the Russian language, both texts having the same force.

J.P. Weinel

Vice Admiral, U.S. Navy

Alekseyev, Admiral

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China says conducting joint military drills with Russia to address ‘maritime security threats’

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China said Friday it was conducting joint military drills with Russia along its southern coast, after a US-led Western defence alliance met in Washington and Japan warned of a growing threat from Beijing’s strong ties with Moscow.

Beijing rejected the warnings as “irresponsible and provocative,” hours after China’s defence ministry said the two militaries had begun the exercises — called Joint Sea-2024 — in “early July,” lasting until the middle of this month.

The drills in the waters and airspace around Zhanjiang, a city in southern Guangdong province, are “to demonstrate the resolve and capabilities of the two sides in jointly addressing maritime security threats and preserving global and regional peace and stability”, the ministry said.

It added that the exercises “will further deepen China-Russia comprehensive strategic partnership of coordination for the new era”.

They were taking place in accordance with Beijing and Moscow’s annual plan for military engagement, according to the ministry.

The announcement came in the same week that NATO leaders convened in Washington to reaffirm support for Ukraine amid Russia’s invasion.

China and Russia have drawn closer in recent years and tout their friendship as having “no limits”, and both share hostile relations with NATO.

NATO leaders said in a declaration on Wednesday that China had “become a decisive enabler” of Moscow’s invasion of Ukraine, prompting Beijing to warn NATO against “provoking confrontation”.

Beijing “strongly condemns the irresponsible and provocative remarks made by the NATO Secretary General  against China, which are steeped in Cold War mentality and ideological bias, and consist of baseless accusations,” a foreign ministry spokesman said Friday, according to Xinhua.

China maintains that it is not a party to the Ukraine conflict but has been criticised by Western leaders for giving political and economic support to Russia, including in the trade of goods with both civilian and military uses.

Chinese forces are also staging drills this week with Belarus, another Russian ally, on NATO’s eastern border.

Japan said Friday that joint China-Russia activities near its territory pose a “grave concern from the perspective of national security”.

Beijing, China

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