1. Implementation of amended STCW Convention;

2. Impact of technology and communication systems on MET and the future role of distance learning and education methodologies in MET;

3. Improvement and up-grading of MET Institutions; recruitment and retention of maritime instructors;

4. WMU Japanese Fellowship Network for exchange of information.

Dang Van Uy

Head of International Relations Dept. Vietnam Maritime University

LI Yong

Dean, Assistant Prof., Capt. of Navigational College University of Technology WUHAN China

Rusman Hoesien

Head of Education Development Division of Maritime Education and Training Institute Jakarta, Indonesia

FANG Quangen

Lecturer of Shanghai Maritime University, China

P.K.LODHI

Nautical Instructor of Pakistan Marine Academy, Karachi

RUAN Wei

Assistant Dean of Merchant Marine College, Shanghai, China

Mohammad ILYAS

Engineering Instructor Pakistan Marine Academy, Karachi

Menelieto Alano OLANDA

Lecturer Philippine Merchant Maritime Academy

Qazi Rahmat ALI

Nautical Instructor Pakistan Marine Academy, Karachi

M.A. ZAFAR

Deputy Capt. Superintendent Seamen Training Center, Karachi, Pakistan

Hannah Aggrey

Capt., Assistant Coordinator Regional Maritime Academy, Accra, Ghana

1. Lack of Teaching and Training Aids; especially laboratories, workshops and modern simulators, which are necessary for hands on practice and evaluation/assessment of trainees as per amended STCW requirements and competency tables.

2. Lack of qualified and experienced maritime instructors in most developing countries because Masters and Chief Engineers are either reluctant to join METI due to relatively poor pay packages as compared to what they get on board ships or, if they undertake shore jobs in METIs they soon quit after consuming their savings. However, there is a general trend that they prefer shore jobs in national maritime administrations or multinational private organizations, where they get better salary packages and other fringe benefits.

3. It was a common problem that trainees after graduating from METIs cannot find jobs on ships. Thus, they are unable to complete their sea service required for their first COC exam. This is due to the fact that most of the developing countries do not have sufficient shipping fleet to absorb the graduates passing out every year. This really is the biggest problem because, if a graduate cannot find job he/she gets disappointed with a seafaring career. Therefore, METI are becoming deserted places; hence loosing credibility.

1. Most of the METIs have acquired modern training aids and equipment through grants and aids from agencies such as UNDP, JICA, etc. However, their equipment has either outlived their life or importance due to advancement in technology. Therefore, new equipment, laboratories, simulators, etc. are required through donor agencies.

2. Maritime instructor's salaries have to be raised and some sort of incentives has to be provided, whereby instructors can be motivated.

3. New technology, communications, IT and its potential use for outreach to mariners by distance learning is important. The problem of the shortage of officers in the European fleet (Young Europeans do not wish to go to sea) placed the onus on supplying METI in Asia/Africa etc. to train officers not only to meet STCW standards, but also to meet the technology demands and skills on modern ships as well as more traditional, low technology fleets. METIs need to be prepared to meet industry needs (including shore-based industry) and this may need flexibility in course design. Regarding the lack of sea time for new trainees, METIs need to go to the ship operators and "sell" the quality of their trainees as a one solution.

4. It was suggested that sea time requirement should be reduced and compensated with shore based simulator training.

5. It was proposed that shipping companies from developed countries should finance training programs in developing countries and absorb the trainees. In this way, they can reap the fruits of the initial investment in human resources and benefit from the properly trained and skilled seafarers, who may grow with the company and adopt company's culture.

6. It was suggested that ship should not be built with full automation and less manning requirement. This trend is dangerous for safety reasons because skeleton crew may be good for small sailing, but in case of emergency there may not be enough manpower to tackle situation and thus money saved in abnormal manning years might be last in few moments.

7. STCW provides minimum standards. National standards can be set higher than STCW provisions. Further, shipping companies can be more stringent in training of the seafarers. Thus METIs must aim higher and produce quality staff, which is marketable in the foreign shipping companies.

8. METIs should focus on marketing as well try to meet costumers' requirements.