Narrative:

Arrived at gate approximately 20 minutes early. I believe the procedure for this gate is for two marshalls since the j-line requires a turn. A single ramper ran to the first position and then to the final position near the tug. (Appreciate his effort.) he then continued to marshal the aircraft forward but did not signal for stop until our aircraft nose gear was on the -800 line. This left the number 1 engine closer to the jetway than prescribed by the safety zone.the previous day we brought an -800 into a city owned gate. Again; we were early and this time we waited two minutes for ramp personnel to arrive. On this occasion; an experienced ramp agent marshalled the aircraft to the last line which would be for the -800 at company gates but is for 757 aircraft on the city owned gates. The marshall on the first officer side was signaling the guide agent to stop us because he could see that we were too far forward. Instead of just giving us a stop signal; the guide agent acted completely inappropriately. He diverted his attention from us and began to yell angrily at the other agent instead of focusing on the moving aircraft. This greatly concerned me and I stopped the aircraft. On post-flight I noted that we were parked on the 757 spot and that the engines were half way through the safety zone. Again the number 1 engine was too close to the jetway and too far forward in the marked safety zone. I believe these two incidents on consecutive days are indicative of a serious problem with procedure; training; and equipment. I don't believe the problem is isolated at this airport; it is system-wide and will lead to future incidents.require three ramp agents in position prior to aircraft arrival in the safety zone; just like we do in atl and our contract station. Many other airlines require this.retrain all ramp agents and pilots on this strict requirement. Emphasize to the ramp agents the need to immediately stop the aircraft if anything out of the ordinary occurs until the situation is resolved. The flight crew has no idea how forward the aircraft is. We are blind and must totally rely on the ramp agent. Suggest some type of marking on the ramp that indicates the approximate stop position for -700 or -800 aircraft. These markings could be color coded and be placed abeam the position the pilot seats would be when properly parked. We could possibly also color code markings gates that are not company owned or controlled so that the agent could immediately identify the correct stop point. Alternatively; procure technology similar to that on dual jetway gates. This indicates the type aircraft and where the stop point should be. Expensive; but so are engines and people.resolve labor issues now. The current morale and attitude is killing our airline and represents the single biggest threat to our number one priority which needs to return to safety.

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Original NASA ASRS Text

Title: A B737-700 Captain reports two occasions recently during which ramp personnel marshalled the aircraft to the wrong stop line during gate arrival. Lack of personnel and training were cited as contributing factors.

Narrative: Arrived at Gate approximately 20 minutes early. I believe the procedure for this gate is for two Marshalls since the J-line requires a turn. A single Ramper ran to the first position and then to the final position near the tug. (Appreciate his effort.) He then continued to marshal the aircraft forward but did not signal for stop until our aircraft nose gear was on the -800 line. This left the number 1 Engine closer to the jetway than prescribed by the safety zone.The previous day we brought an -800 into a city owned gate. Again; we were early and this time we waited two minutes for Ramp personnel to arrive. On this occasion; an experienced Ramp Agent marshalled the aircraft to the last line which would be for the -800 at Company gates but is for 757 aircraft on the city owned gates. The Marshall on the First Officer side was signaling the Guide Agent to stop us because he could see that we were too far forward. Instead of just giving us a stop signal; the Guide Agent acted completely inappropriately. He diverted his attention from us and began to yell angrily at the other Agent instead of focusing on the moving aircraft. This greatly concerned me and I stopped the aircraft. On post-flight I noted that we were parked on the 757 spot and that the engines were half way through the safety zone. Again the number 1 Engine was too close to the jetway and too far forward in the marked safety zone. I believe these two incidents on consecutive days are indicative of a serious problem with procedure; training; and equipment. I don't believe the problem is isolated at this airport; it is system-wide and will lead to future incidents.Require three Ramp Agents in position prior to aircraft arrival in the safety zone; just like we do in ATL and our contract station. Many other airlines require this.Retrain all Ramp Agents and Pilots on this strict requirement. Emphasize to the Ramp Agents the need to immediately STOP the aircraft if anything out of the ordinary occurs until the situation is resolved. The Flight Crew has no idea how forward the aircraft is. We are blind and must totally rely on the Ramp Agent. Suggest some type of marking on the ramp that indicates the approximate stop position for -700 or -800 aircraft. These markings could be color coded and be placed abeam the position the Pilot seats would be when properly parked. We could possibly also color code markings gates that are not Company owned or controlled so that the Agent could immediately identify the correct stop point. Alternatively; procure technology similar to that on dual jetway gates. This indicates the type aircraft and where the stop point should be. Expensive; but so are engines and people.Resolve labor issues now. The current morale and attitude is killing our airline and represents the single biggest threat to our number one priority which needs to return to safety.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.