Latvian Maritime academy

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as base. The persons included in base have entries about maritime education gained in particular timeperiod. Data about their employment was added for analysis of their work on board after graduation.The research consists of four steps:1. identification of size and composition of active seafarers’ pool and determination of main agegroups for entrants and seafarers who leave the pool by analysing average age structure ofseafarers in the pool;2. determination of overall contribution of Latvian maritime training and education institutionslooking to supplied qualifications and numbers of new seafarers;3. comparison between the total numbers of graduated persons with graduates who worked onboard the ships after graduation;4. determination of time period graduates worked in active seafarers’ pool to determine leaving ratefor shore jobs after graduation. Additionally the career growth on board is determined andcompared between graduates from different institutions taking into account the level ofparticular programme.The limitation of this research lies in fact that it is difficult to validate the outcome of those analysisagain other data source as there is limited possibilities to get similar data covering whole seafarers’ poolin Latvia. The outcome probably can be validated again the results of extensive and expensive surveytherefore it is not credible that it will be done in foreseen future. Also the data about employment cannotbe considered as 100% exact as part of Latvian seafarers are employed directly by foreign companies andthe data of this employment is entered in database when person comes to seamen registry for certificationreasons. However due to the number of persons included in sample it can be assumed that values are closeto average values and therefore they are fully usable.2. Basic concept of seafarers’ poolFigure 1 shows simple seafarers’ resource model. Maritime education, active seafarers and ex–seafarers are considered as the main three blocks of model. Maritime education system provides theentrants for active pool and main parameters of maritime education system are qualification gained ineducational process and number of graduates. Most of the persons join the pool at age 20 - 29 years asmost persons graduate from maritime education institutions within this age range.Figure. 1. Model of seafarers’ resources (author)The assumption of entering age is also supported by the average age structure of merchant seafarers(Figure 2). The relative number is increasing till age group 25 – 29 years when it reaches highest value.Also retirement age can be derived from age structure of seafarers and considered at age 60-64 years asthere is drop by 4% comparing with age group 55-59 years. Only 2% of seafarers are represented in agegroup over 65 years.6
Figure 2. Age structure of merchant fleet seafarersSource: author’s calculations based on data obtained from Seamen Registry of Latvian Maritime AdministrationActive pool consists of seafarers which are employed on board and hold valid STCW certificate.The pool of active seafarers is linked with pool of ex-seafarers as seafarers can leave work on board forseveral years ( when they are considered as ex-seafarers in data) and then go back to work on ships(become active again). Persons can be considered as ex-seafarers who have gained maritime qualificationand are in age group from 20 - 29 years but presently they are not actively employed on board ships anddon’t hold valid STCW certificate. The outflow from active pool to maritime or other industries ashore iscontinuous and linked with external factors such as employment possibilities ashore, economicdevelopment (pull factors) or internal factors such as demand for qualification represented by persons oremployment conditions on board (push factors). As main factors (which influence the attraction ofseafarers and also the outflow to other industries inflow) are often mentioned: opportunities ofemployment ashore, education and the closing gap between salaries on board and ashore, the growth inavailability and ease in procurement of cheap lower crews from low-cost countries. These factors aredirectly related to cost/benefit ratio and therefore can influence growth or decline of number of seafarersin particular country [13]. The employment possibilities for ex-seafarers depend on the size of maritimecluster in the particular country. Traditional employment pathways after work at sea for ex-seafarersdiffers from country to country as it can be seen in research about career paths in maritime industries [14].The main problem in modelling the supply side of seafarers lies in fact that present size of activeseafarers’ pool is influenced by the number of graduates and the attraction of shore industries which hasdifferent impact on different groups of seafarers at different period of time3. Active pool of Latvian seafarersTable 1. Size and structure of seafarers’ pool (2013)Total number of seafarers 12,9701) Merchant fleet seafarers: 11,9601.1) Deck department 5650Officers 2500Ratings 31501.2) Engine department: 4890Officers 3040Ratings 18501.3) Catering department (cooks, stewards) 14002) Inland fleet seafarers & personnel of fishing vessels 1010Source: author’s calculations based on data obtained from Seamen Registry of Latvian Maritime AdministrationComposition of the pool of active Latvian seafarers is given in Table 1. 92% of seafarers aremerchant fleet seafarers. 47% of them are classified as deck department seafarers, 41% are classified asengine department seafarers, but 12% are classified as catering departments’ seafarers. The number ofseafarers in Latvia is calculated every year with the reference date 1st January. The base for the number7
Page 1 and 2: ESTONIAN MARITIME ACADEMYLATVIAN MA
Page 3 and 4: CONTENTSRoberts GailītisASSESSMENT
Page 5: 1. The aim of research and methodol
Page 9 and 10: their maritime education, takes dec
Page 11 and 12: Therefore it can be concluded that
Page 13 and 14: MULTI ZONES HVAC SYSTEMS’ CONTROL
Page 15 and 16: Figure 1. Multi-zone air-conditioni
Page 17 and 18: The control mechanism of the mathem
Page 19 and 20: Results and discussionThe temperatu
Page 21 and 22: PREDICTION OF EMISSIONS AND PERFORM
Page 23 and 24: In order to measure brake torque, t
Page 25 and 26: Predicted & Actual Values of SFC, g
Page 27 and 28: 8. Canakci, M., Ozsezen, A.N., Arca
Page 29 and 30: It is appropriate to systemize the
Page 31 and 32: Protestant ideology as an eventual
Page 33 and 34: thinking is innovative, responsible
Page 35 and 36: 17. Professoren-Protest gegen 10 Ja
Page 37 and 38: affected by competing ports [2]. Ne
Page 39 and 40: Tendencies of cargo flows volume an
Page 41 and 42: increase, inflation decreases, beca
Page 43 and 44: 4. Belova, J., Mickiene, R. Economi
Page 45 and 46: Description of researchIf volume co
Page 47 and 48: p p 1 10(11)C021Here, C1is a speed
Page 49 and 50: Figure 4. Dependence of pressure on
Page 51 and 52: EXPERIMENTAL INVESTIGATIONS OF IC D
Page 53 and 54: Figure 2. Prototype of variable geo
Page 55 and 56: 4. Experimental equipment and softw
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Figure 6. Dependence of main indice
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Figure 8. Dependence of main indice
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DEVELOPMENT AND APPLICATION OF SIMU
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program was developed regarding the
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F11: High sea water pressure alarmF
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In the main interface as given in F
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Figure 7. Failure mode selection sc
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Figure 11. Causes of failure select
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6. Xiaoyan, X., Min, H., Huayao, Z.
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Asia region is fastest developing n
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performance of design. Speed is the
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In summary, it can be said that wor
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ReferencesArticles1. Belova, J., Mi
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Grain cargo life cycleGrains are ca
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Maritime law is made and enforced b
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European and Asian countries, and e
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EVALUATION OF IMO SECOND GENERATION
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Sample vessel: a container shipA co
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Natural roll frequency in calm wate
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REQUIREMENTS FOR THE MANUSCRIPTSSUB
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Latvian Maritime academy

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