User:Dhepburn634/sandbox

= Fourth Engineer (Third assistant engineer) = A third assistant engineer’s license is earned through the U.S.C.G or other regulatory body ( such as IMarEST or IIMS in the UK) that allows the recipient to work onboard any vessel up to the rank of a fourth engineer or below. It is earned by those who have completed the necessary STCW requirements to obtain it from the U.S.C.G. Third Assistant Engineers work on board ships and do most of the general labor among the officers, as well as leading the oilers and other engine room crew. This credential, along with complimentary endorsements and recognitions such as for tankers and cargo ships, is earned by cadets who complete the Marine Engineering Technology (MET) or Mechanical Engineering license track (ME(L)) majors at any of the credentialed maritime academies. ¤§ In the US, these academies include California Maritime Academy, Great Lakes Maritime Academy, Massachusetts Maritime Academy, Maine Maritime Academy, State University of New York Maritime college, and Texas A&M Maritime Academy.

Duties:
The general duties for a third assistant engineer (fourth engineer) differ from ship to ship. Generally speaking, third assistant engineer (fourth engineer) are tasked with controlling the main propulsion systems, water systems, and anything else tasked to them from up in the chain of command. A third assistant engineer (fourth engineer) is part of the engine company’s chain of command. The top of this chain of command is the Chief engineer (first engineer) who is in command of engine room and auxiliary areas that would relate. Then comes the first assistant engineer (second engineer), second assistant engineer (third engineer), and then the third assistant engineer (fourth engineer). These are the officers within the engine company of a standard ship.

The third assistant engineer is in charge of keeping the plant in operation, with command being passed down and being delegated by who is on watch. There main duties include those involving propulsion, sewage processing and treatment, electrical, and general maintenance. However, they are trained to be competent in a wide variety of fields such as HVAC (heating, ventilation, and air conditioning), electronics, Shipboard medical and the operation of both steam and diesel driven plants. ¤ duties will vary from ship to ship, but the Fourth Engineer is expected to handle jobs in all areas of the ship, as they are needed. In some instances, especially in the case of an emergency, third assistant engineers are tasked with using relevant knowledge to save the ship and her crew. some examples of this include fixing pumps, monitoring equipment, and being trained in all safety procedures.

Training:
The rank of third assistant engineer can be earn by one of two ways, either through school or working your way up as another member of the engine room crew. Both ways require the individual to complete specific courses as well as meet the requirements set out by STCW (Standards of Training, Certification and Watch keeping for Seafarers). Some such courses that are required no matter which method a potential seafarer chooses are the lifeboatman’s safety course and exam, Ship security and responsibility (SSAR), and Marine firefighting. These courses are required of crew members as they are important to the safety of the vessel and her crew, especially in the case of an emergency. they have practical training for surviving in a man overboard, fire, or other emergency situation. these trainings are done at certified institutions such at the MEBA or one of the many maritime academies.

The Jones Act
the Jones Act is a federal law that was created to protected american maritime shipping interest. Simply put, the law made sure that american flagged vessels must be starting and ending their voyage in an an american port. additionally, it must be manned by at least 75% american crew. this is important for american 3rd Assistant Engineers as they are directly protected by this law.

Unions and organizations
for U.S. maritime licensed and non-licensed crew, they are mandated to be part of one of many of the unions. the maritime industry is a closed shop style of union. there are 2 major Unions that a third assistant engineer (fourth engineer): MEBA (Marine Engineers' Beneficial Association) and AMO (American Maritime Officer). These unions protect the maritime industry by protecting the workers and amassing the billets for maritime workers to take for jobs. most of these billets run for 30, 60, or 90 days.

Peer Review (Ian Nation 4/7/19)
Overall, I'd say your article is fairly informative. However, you are lacking in a few departments. Firstly, there is a lot left to be desired when it comes to elaboration on your so-called "other" bodies. It would be nice if you wrote what these were, even if it means just naming them with hyperlinks so people reading could do some more research. Second, I'd say when you make the first distinction, that Third Assistant is Fourth Engineer, you do not need to clarify this again. There are about five times where this clarification happens and it is very unnecessary. Lastly, I know you were having difficulties with, but all of your sources need to be incorporated into the References section otherwise reliability of sources and your capabilities as a writer may be questioned. Aside from these minor corrections you stayed neutral throughout and cited your sources well, from what I can see.

Source Evaluation:

1.


 * 1) C. (n.d). Guide to basic license and endorsements in the US Maritime. Retrieved March 30, 2019, from http://www.coastalvitalityproject.org/wp-content/uploads/2010/10/Guide-to-Basic-Licenses-and-Endorsements-in-the-US-Maritimes.pdf (Journal Article)
 * 2) Paterson, W. B. (1954). Cornell red book of marine engineering; questions and answers. New York: Cornell maritime Press. (Book)
 * 3) Professional curriculum standards for U.S. merchant marine officers State Maritime Academy training programs. (1985). Washington, D.C.: The Administration. (Book)
 * 4) Ship’s Engineer and Shipping Companies Indicted for Ocean Dumping. (2004). Oil Spill Intelligence Report, 27(7), 3–4. Retrieved from https://login.ezproxy.csum.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=aph&AN=12419309&site=ehost-live (Legal proceedings)
 * 5) Maritime Academies www.maritime.dot.gov (Government website)
 * 6) http://dx.doi.org/10.18411/d-2016-154 (Journal article)

2.


 * 1) There are no self-published articles.

3.


 * 1) C. (n.d). Guide to basic license and endorsements in the US Maritime. Retrieved March 30, 2019, from http://www.coastalvitalityproject.org/wp-content/uploads/2010/10/Guide-to-Basic-Licenses-and-Endorsements-in-the-US-Maritimes.pdf  a. This website appears to be funded wholly by CVP, which is comprised of staunch environmentalists. I do not think this produces much bias with the topic presented as fourth engineer is very loosely associated with environmentalism. b. I feel like this article is trustworthy as there is extensive citation of Transportation Safety Administration (TSA) publications and the Code of Federal Regulations (CFR 46). Due to this, and the good reputation of CVP, the article can be trusted
 * 2) Ship’s Engineer and Shipping Companies Indicted for Ocean Dumping. (2004). Oil Spill Intelligence Report, 27(7), 3–4. Retrieved from https://login.ezproxy.csum.edu/login?url=http://search.ebscohost.com/login.aspx?direct=true&db=aph&AN=12419309&site=ehost-live a. This article is purely objective in nature and provides no evidence that bias or ill-intent is present. This article was written for legal proceedings and not for profit. b. This article seems to be trustworthy as the publishing company has nothing to gain other than providing the general public with information. The information provided was done in part by a third party science team. Due to this, the article can be trusted.
 * 3) Maritime Academies www.maritime.dot.gov a. This article is trustworthy as the topic presented, maritime academies, is well understood by MARAD. While MARAD has nothing to gain from the positive presentation of maritime academies, it can be said that these institutions are cornerstone to the U.S. Merchant Marine. b. MARAD has extensive knowledge and expertise in the field of maritime industry. Due to ongoing close relationships between shipping companies and MARAD, it is safe to say that this article is in fact truthful.