Long before the arrival of Radio, Television, and other technological marvels as a medium of entertainment, those folk songs and other traditional art forms kept us delighted.

Traditional art forms developed according to local cultures. These songs and stories were mainly practised within specific communities with something ordinary, such as ethnicity, region, religion, or occupation.

In particular, many such folk songs were created as entertainment during work hours.

These songs, commonly known as work songs, were used to coordinate people working together and improve efficiency.

What Is a Sea Shanty?

Sailors who lived before the era of digital entertainment also developed work songs, which helped them to work smoothly aboard vessels throughout the months-long journeys.

Sea Shanties are similar work songs created and sung by sailors on the square-rigged ships of the Age of Sail, a period (16th to the mid-19th century) in which sailing ships dominated international trade and warfare.

Using a sea shanty is believed to have started to combat the monotonous nature of the demanding marine requirements.

The original purpose of the sea shanty was to give mundane chores a semblance of pleasure and merriment. Contrary to people’s interpretation, these songs were sung when the seafarers worked instead of being a tool for wasting time.

Here is an example of a Sea Shanty that appeared in the movie Moby Dick:

Shantyman: Our boots and clothes are all in pawn

Sailors: Go (pull) down ye blood red roses, go(pull) down.

‘Soon May The Wellerman Come’- A Shanty that went Viral on social media.

One of the most famous sea shanties was revived by a Scottish youth. In 2020, 26-year-old Nathan Evans, an aspiring singer from Scotland, sang a sea shanty and uploaded his video on TikTok. Soon, the shanty called ‘Soon May the Wellerman Come’ swept the internet, with musicians, maritime enthusiasts, content creators, and dancers creating their reels and posts using the audio. It became a popular trend for many months.

Interestingly, the subject of this shanty was based on a true Story. The lyrics talk about the Weller brothers whaling company and its outpost in Otago, New Zealand. They mention whalers harpooning a whale and hoisting it on the vessel for butchery. Sailors must have sung it while butchering a whale since whale oil was important for making various products like cosmetics, lotions, etc.

Interestingly, these shanties tell much more. They mirror a region’s maritime past. This shanty also tells us that the crew of whaling vessels was diverse. Edward Weller married a Maori woman who was a local to the New Zealand whaling community.

Apart from this, many shanties highlight different kinds of onboard work sailors undertook in those times.

According to Gerry Smyth, Professor of Irish cultural history at Liverpool John Moores University, the sea shanties created a sense of community and purpose among sailors on merchant marine vessels in the 1700s and 1800s. The professor has also authored the Sailor song: The Shanties and Ballads of the High Seas. He argues that they were created to match the tasks the sailors regularly did. For example, if the vessel were being hauled, the shanty would be about the physical effort being put in. Everyone would pull to the rhythm of the song’s harmony.

Origin of Sea Shanty

The origin of the word shanty remains unknown despite several inconclusive theories. According to the consistently offered claim, the etymological origin of the shanty is from the French word Chanter, which means “to sing.”

The word shanty was believed to have been introduced in the mid-19th century to denote a distinct genre of work song, which was developed especially in American-style merchant vessels.

However, while the evolution of chanter to shanty is accepted widely worldwide, in the then-modern American marine lingo, the term chanter was transformed to “chantey” to separate contextual connections with the British jargon.

Types and Usage of Sea Shanties

Among other work songs, the shanty genre remains distinct due to its formal characteristics and specific manner of use.

Typically, a shanty was performed in a call-and-response format, in which one sailor would call out a verse, prompting other sailors to respond in unison.

A shantyman would start the lyrics within these two parts, known as the chant and the chorus, establishing the beat only to let the chorus join in.

The songs were divided into several categories according to the group of labourers they belonged to. The shanties are generally divided into three categories: the long haul, short haul and Capstan shanties.

Long-haul shanties, also known as halyard shanties, were sung during heavy jobs that were carried out for a long time. They are mostly used to coordinate hauling and are often used to set sails. A chorus comes at the end of each line for this type of shanty.

Deep breathing helps the sailors coordinate and get a fresh grip between pulls. ‘Blow the Man Down is one of the popular long-haul shanties.

The short-haul or short-drag shanties were used for tasks requiring quick pulls over a relatively short time. Sung during the unfurling or shortening of sail, these songs feature a steady rhythm, helping the sailors work simultaneously to get the job done safely and efficiently.

‘Paddy Doyle’s Boots’ is one of the short-haul shanties sung while furling the sails. Sailors used the Capstan or the Windlass shanties for long, repetitive tasks that required a sustained rhythm.

The song was used when the crew around the Capstan raised and lowered heavy sails or the ship’s anchors. ‘Drunken Sailor’ is perhaps one of the most famous capstan shanties known to the public.

In addition to these, there were songs known as Pumping shanties, which were practised when battling leaks in wooden ships.

As the old wooden sailing ships slightly leaked naturally, it was gruelling work for the seamen to drain the water in the bilge. Similarly, the whaling shanties denote the difficulties of working aboard a whaling ship.

Sailors abroad on whaling ships face the worst and most life-threatening circumstances, undertaking months-long journeys. These whaling shanties gave them the strength to overcome and survive the harshness and dangers.

As mentioned earlier, the sea shanties’ rhythms helped sailors coordinate the vessel’s efforts abroad. Thus, these working songs focused on the rhythm and beat, allowing every sailor to sing and be part of the group.

Similarly, seafarers weren’t expected to possess excellent singing skills, as the sole purpose of these songs was to maintain a unique line of command that would help them carry out their work more orderly.

Likewise, every song’s melody and lyrics used to be impromptu, conjuring instead of a planned and detailed composition.

The ditty’s lyrics and the tune are used to follow the chore’s pattern and movement. As we discussed, from the direction of the horizontal windlasses to the raising of the winches and sails, each chore had a sea shanty composed and belted out by the sailors.

With the huge role that the sea shanties have to play abroad, the sailing vessel, the integration of sea shanties in the day-to-day lives of the sailors was an essential feature of the marine days of the 19th century.

Apart from tagging and composing verses while carrying out sailor duties, seafarers also used sea songs to reconnect with their kith and kin left behind on land.

Such sailor songs were different from sea shanties and were called fo’c’sle, the tag derived from the housing accommodations of the seafarers on the vessel.

These songs were poignant and highly emotional and helped the sailors to develop an additional sense of belonging in the vast ocean.

The Decline of Sea Shanties’ Culture

Like work songs, shanties flourished for about five decades since their birth, minimising the burden of work aboard ships.

However, the development of vessel construction and technology aboard ships paved the way for more streamlined vessels.

The resultant reduction in time and effort required by seafarers to carry out even the simplest routine tasks led to the decline of sea shanties in the 1900s.

Still loved by modern sailors, the sea shanties are now rarely used as work songs since contemporary vessels do not require a large group of people to complete a task aboard.

Though sea shanties are not actively used, sea shanty enthusiasts collect and present a vast repertoire of such sailor songs to the world.

Through the videos, and even though the available lyrics are not listed, one can try to connect with these song marvels, whose actual glimpse the maritime community will never be able to hear or visualise.

You might also like to read:

• Different Types of Sea Waves – A Comprehensive List
• 10 Interesting Facts About The Straits Of Gibraltar
• 7 Interesting Facts About The Scapa Flow
• 5 Strait of Magellan Facts You Must Know
• 10 Important Panama Canals Facts Everyone Should Know

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

What are Sea Shanties? appeared first on Marine Insight - The Maritime Industry Guide

The Bay of Biscay is a gulf of the northeast Atlantic Ocean located in the Celtic Sea. It is located on the northern coast of Spain and the western coast of France and is named after the Spanish province of Biscay.

The average depth of the bay is 1745 meters, and the maximum depth is 2790 meters. Parts of the continental shelf extend into the bay, which results in fairly shallow water in places.

Some of the fiercest weather conditions of the Atlantic Ocean can be witnessed in Biscay Bay. The area is home to large storms during the winter months, and countless shipwrecks have been reported from the region as a result of the gruesome weather.

The late spring and early summer in the area are cool and cloudy, and large fog triangles fill the southwestern part of the inlet.

The weather in the Bay of Biscay is the most vital thing to worry about and discuss. As winters begin, the weather turns harsh and severe.

Depressions form and enter the bay from the west. They eventually dry out and are born again as thunderstorms.

They also bring constant rain to the region, often causing thunderstorms that look like hurricanes and crash at the bay. One such example is Klaus Strom.

The Bay of Biscay has always been feared by seamen. Several incidents have been reported of merchant vessels losing direction in Biscay storms.

In a few instances, lives have been lost as a result. However, with improved ships and other amenities, the accidents have been reduced to considerable amounts.

Ships going to the Mediterranean chose options like the French River rather than taking the route from Biscay Bay due to the bay’s legendary reputation. Atlantic swells often form near the coasts and make many ports inaccessible.

There have been quite a few incidents in recent years of ships facing difficulties, sometimes resulting in grave consequences. In May 2000, two yachts faced a disastrous journey even when they left with no signs of bad weather in the Bay of Biscay.

It’s not just now that the Bay is feared. It is an age-old story dating back to the beginning of the Second World War. Located between France and Spain, the bay has been dangerous and often feared.

The German U-boats ruled the Bay, and many British and American ships were reported sunk that entered her waters. There were as many as 15,000 casualties and another 5,000 ships that sunk.

Despite the danger faced by the ships, they had no choice but to take the route to reach France with supplies and troops.

Additional Info

Various kinds of Dolphins and whales are seen in the waters of the Bay of Biscay. Another commonly found animal species is Cetaceans.

The greatest area to spot larger cetaceans lies beyond the continental shelf, in the deep waters. Other seabirds can also be seen across the bay. The alga Colpomenia peregrina was first found and noticed in the bay in 1906.

You may also like to read – How Do Ships Survive Storms?

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

Why the Bay of Biscay is Dangerous for Ships? appeared first on Marine Insight - The Maritime Industry Guide

Life at sea is fun yet challenging. No two days are the same, and there are a lot of variables playing around. We, as seafarers, are aware of the hardships we go through and the sacrifices we and our family members make to care for our loved ones.

Having spent more than a decade at sea, I have seen and analysed how different the traits of a mariner are from a fellow landlubber. I can proudly say that the sea has given me more than I could have imagined, and I am thankful to God, my parents, my employer and my colleagues.

I have had my share of ups and downs, which has taught me much about life and the sea. There are more positives than negatives, without a doubt. However, the point of this post is to throw some light on the negatives, as it is less talked about.

I hope it assists in some or the other way the young mariners and the old, and the experienced and the naïve, and without any offence to any person or profession, brings some insight about my brothers and sisters at sea. I am sure we will share something as I’m also bred at sea like you are.

Disclaimer: The below-mentioned views are mine and mine alone and can differ from others’ points of view. Kindly help me make it better and more valuable.

1. Financial Planning

Over the years, I have realised that the root cause for this is our education system and the social structure. We are TRAINED (rather than groomed) all our lives to secure the topmost position in our schools and colleges and gain validation from a society that we are exceptional among the masses.

Our education system is theory-heavy (Both maritime and non-maritime), and there’s relatively lesser scope for creativity. After years of experience at sea and a lot of unnecessary spending, I’ve realised that we, as seafarers, don’t value money as much as we should. Indeed, we start earning well initially compared to our non-mariner peers, and that earning only increases with time.

But we spend a large chunk of it on things we hardly use or barely require, rather than wisely spending on necessities and saving and investing the requisite amount of our earnings.

We tend to get trapped in the social stigma of flaunting wealth and getting the validation of the WEALTHY status from others.

Even though it is a personal choice, the talk here is about the value and ROI. The latest iPhone is a must-have. High-end laptops, intended for the heavy usage of designing and animation, are bought by mariners. The maximum output they require is watching media or filling an Excel sheet.

We often buy expensive automobiles, such as Ducati, BMW, Mercedes, etc., only to keep them in the garage for extended months while we are sailing. Even at home, we are not using them daily, courtesy of the various maritime and company courses we have to do, mainly in metropolitan cities.

The primary cause is a lack of awareness about financial planning among seafarers and our Indian culture. However, over the last few years, financial awareness is increasing among the mariners, who have become sound and adept in economics and finance.

We, as seafarers, ought to plan our finances and periodically review them. We must consider our retirement because, as officers, we are not entitled to a provident fund scheme and many other benefits, unlike non-marine professionals. The good news is we, as NRIs, can invest in NPS (National Pension Scheme) for our retirement benefits.

So when I reflect upon this, I can easily conclude that I have made countless unnecessary spends and never planned my finances in the few initial years at least. Focus was more on impressing people and catering to others. So, start your financial planning at the earliest.

2. Building Assets/ Backup Revenue Generation

This is in line with the point mentioned above. We do not realise that building assets, big or small, is highly crucial, especially for seafarers.

While at sea, we work in a risky and unfavourable environment, where we are more prone to accidents/incidents and where things might go wrong in a split second.

Examples of such risks and perils are Fire, explosion, collision, grounding, stranding, capsizing, foundering, war, piracy, theft, capture, seizure, severe weather, cyclones, personal injury leading to disability or fatality, etc.

Moreover, additional risks are introduced depending on the type of ship and the cargo the vessel is carrying. The chemical tankers carry harsh, flammable, corrosive and carcinogenic chemicals. Any contact with such shipments could be detrimental to one’s health.
The large bulk/ore carriers are subjected to heavy stresses and are prone to structural failure.

Container ships are more prone to parametric rolling motion and subsequent capsizing. Personal injury risks include falling from a height,  falling overboard, inhaling toxic gases, etc., which could lead to medical conditions and disability. The idea is not to scare the reader but to make them aware of the numerous risks and hazards one faces at sea.

So it would not be wise to depend entirely on only one source of income and be a spendthrift. It then becomes imperative for seafarers to build assets that could prove beneficial in times of need and desperation.

The asset could be something that generates revenue or merely gives financial security. It could be ownership of a real estate property, a rental property, a commercial shop, an online business, dropshipping, jewellery, auctioning and selling your art, a well-balanced stocks portfolio, Mutual funds, a reasonable insurance amount, royalties via social media, tutoring, etc.

The list is endless. We must ascertain what works best for us and what we can afford. The idea is to make your money work and not to keep it stagnant in the bank account. A heavy bank balance barely helps beat inflation.
So when I reflect upon this, I can conclude that I have been decent in building assets. With better planning and awareness, I could’ve done much more. Think about what’s doable for you and act upon it. The sooner, the better.

3. Timely Insurance for life and health

One thing we all ignore, especially as young adults, is Insurance. Why? Primarily because we are mostly not getting any return from it (Term plans). And early in our earning career, when we are young, boisterous and naïve, Insurance is the least of the concerns because we are sure that nothing will happen to us, at least medically.

While we might be partially correct that we are less prone to health conditions in our youth, Insurance comes into play when you start your own family and have dependables counting on you.

As I have discussed the hazards and risks associated with working on a ship in the previous point, as a seafarer, it is of utmost importance to have a substantial amount for the principle assured in the Insurance.

Even though we are assured by the shipping company we are working with, the assured amount might vary from company to company and might not be good enough to help your family.

Since we do not have to worry much about tax saving (perks of maintaining an NRI status), opting for insurance with high premiums, relatively low returns, and low ROI does not make much sense.

Term plans are the best bet for seafarers as they tend to have low premiums and a great ROI. So what is the hack in it? TIME. Yes, when you opt for the policy plays a crucial role in taking the most juice out of the policy. The earlier you start, the cheaper the premium is.

Opting for the same policy after a few years could more or less double the amount of the premium. One must make sure that they are fully aware of the terms and conditions of the Insurance Company (which could be dicey) and be fully conversant with the policy they are opting for. Also, do not forget to mention them in the declaration that you are a seafarer.

4. Networking/ Keeping Up With the other side of the World

Most seafarers I have seen or met in my career have not been gregarious. I have been contemplating the same over the years, and I, too, have become quite reserved and self-contained.

Far from an increase in the number of friends/ buddies, the number of my friends/colleagues has decreased over the years and is still falling. There is no concrete answer or reason to that, as it could be subjective for another individual.

However, on a casual introspection, I would argue that staying away from society and being unaware of the changes in the norms and systems of the world makes us obsolete. The world is evolving at an unimaginable pace, and it isn’t easy to keep up.

We, the poor sailors (in this regard), are at the mercy of the limited internet data we get and the little news we get over emails. Moreover, the internet onboard could be unreliable on specific headings and the lousy weather, and most of the data gets consumed in talking to our family.

Every time we sign off, our or our friends’ contact details change. Most of the functions, ceremonies, weddings, festivals, get-togethers, seminars and parties are already over by the time we return.

Plus, everyone else doesn’t take pains to be in touch. So we create our shell and restrict ourselves to that shell, which can accommodate minimal and most prominent people, and we then are content with it.

What we lose in this process is being a part of society. To meet new people and to know and understand them. To learn about the other industries and opportunities associated with them. To participate in activities, competitions and causes. To socialise with our close friends and celebrate life and prosperity.

And the list can be pretty long. Networking today is more virtual than physical. For seafarers, networking is more in line with social media platforms. However, there are far other means of networking. It could be via LinkedIn, attending seminars/webinars, conferences, volunteer groups, social media groups, job fairs, etc. Getting more contacts doesn’t harm.

Please get to know people and get yourself known to them. It creates a cohesive environment where one does not feel left out. I regret not attending the company seminars or webinars, thinking it is all a waste of time. Start networking, and it will only prove beneficial.

5. Continuing Hobbies and Interests

Have you been excellent in sports in your school time? Or have you been an ardent reader? Did you like painting while you were young? Or did writing poems fascinate you in your youth? We all must have had some hobbies or interests in our youth.

As we grow older, we discreetly and inadvertently let go of things we were passionate about. This is the tale which applies to both marine and non-marine professionals. The difference is that non-marine professionals have better chances of continuing their hobbies.

On the other hand, it is relatively difficult for mariners to follow because of extended work days, lack of resources and time due to hectic schedules. However, if we ask ourselves, is this always the case? Well, I think that, if not all, the possible hobbies could still be pursued on board, provided we have the intent and time.

Hobbies such as reading, writing, playing musical instruments, working out, indoor sports, etc., can be quickly followed on board instead of only watching TV series and movies.

I, for example, love to read fiction novels and classics. I used to read a lot, but with time, I lost the intent to read and made excuses not to start reading, such as fatigue or socialising. But years later, I realised it was so easy to take out time, but I still did not. Was it possible, definitely, yes? Was it executed, a big no? We often keep on planning instead of acting, which is even worse.

I have seen, in numerous cases, people bringing guitars along with them while joining the ship and religiously practising it. Many mariners have a hobby in crafts, making excellent wooden ship models on board.

What about the time when we are home? Barring the initial few days after our sign-off, when we take the liberty of sleeping for the entire day and are pampered beyond the imagination by our family members, we have the whole day with us to pursue our hobbies and interests after that. Even if your friends cannot join you because they are away, it is still possible to join a club and find a way to go ahead.

6. Keeping up with the changes in the Maritime Industry

I am pretty sure that almost all of us, as seafarers, feel that after our repatriation, our time at home is a well-earned vacation and is rightly so because of months of continuous work under stressful conditions.

So we end up lazing around and doing nothing, apart from enjoying quality family time, occasional socialising, catching up with loved ones and visiting places. This process goes on for months; soon, the time for re-joining comes back before we know it.

We board the ship with mixed emotions and memories and get on with our jobs. However, in this process, barring a few, most of us never even bother to check on the changes in the maritime sector.

A whole new convention might have been enforced in this while, and we could still be unaware of that. The thought prevails here: “I have to do my job for the next few months; why bother knowing about it right now? We’ll anyway learn it once we are on board next.”

We think we will catch up with all the changes or amendments in the conventions, regulations, notices, publications, company procedures, checklists and whatnot during our next assignment on board the ship. And what a wishful fantasy that is. While it is true that we might be able to be conversant with changes in a few of the items above, knowing it all never happens, at least in my experience.

It is not that the changes are introduced in a secretive manner, or they are accessible by a select few. In today’s tech-heavy world, information is excessive and relatively easily accessible. It is our interest and intent that make all the difference. It hardly takes a few minutes to review any such update or article. I would at the same time agree that, at times, the amendments are too wordy and convoluted, but knowing the gist of them won’t harm.

The information on advancements and innovations in the shipping industry is ignored too. We, as seafarers, must at least strive to become experts in our industry domain and possess a sound knowledge of the advancements. Numerous websites and applications deliver quality and concise information on the shipping industry.

7. Community Building

There is a saying in the maritime industry, especially among the Indian seafarers, that states, “Most of the friendships on board the ships last till the gangway only.” I can’t vouch precisely for the same, but it is true to an extent.

While I am still in touch with most of my close sailor colleagues, I, at the same time, do not even remember the names of most of them. I still wonder why that is, but a part of it points out the reasoning mentioned in point no.4.

We create our shell, and we are content with it. Also, catching up with a fellow sailor is not always possible because the other person might be sailing when you are home and vice-versa.

In a few months/years, the person would be forgotten. In the long run, we lose the opportunity to build a solid and cohesive Maritime community, whether on a large or small scale.

Even being a part of such a group would provide unimaginable support, be it operational, technical or welfare related. The other benefit would be exchanging information on opportunities and company-related information if a seafarer in need of employment thus requires it.

If I ponder over my sailing experience, I can say that I could make a giant sailor circle. We can at least join the local groups in our hometown and attend meetups and get-togethers and get to know our fellow neighbour sailors.

8. Learning New Skills

It is rightly said that one has to upgrade themselves with the changing tides of time. One, who does not, may lose numerous opportunities coming his way.

For seafarers, the upgrades are in the form of upgradation, revalidation, modular courses, and other company-specific courses. In reality, we all know how beneficial, such courses are. Even though a lot of renowned institutes carry out such courses in an efficient manner, on the other hand, most of the institutes carry out such courses just for the sake of it and provide the certification only based on attendance.

However, coming to the point, for us sailors, learning new skills might not cater to our needs immediately, especially if the skills are not maritime-related. The term SKILL is quite vague here.

Doing a photography course, attending a mountaineering course expedition, learning a new language, opting for an online maritime course, learning to cook new dishes, attending a Scuba-diving certification course and thus becoming a professional Scuba-diver instructor, learning coding, digital marketing, and the list is ongoing.

If not immediately, learning new skills definitely would assist you in the later stages, especially if you want to transition your career into another area of interest. It will also do justice to your application in the extra-curricular if you apply to a Master’s or MBA program. The best thing is you will be learning new things and having a lot of fun simultaneously.

9. Doing Specialisation/ Value Adding Courses

This is in line with the point mentioned above. Many online specialisation courses are available today on platforms such as Udemy, Coursera, eDX, Unacademy, etc.

Considering the value of certification provided for the courses completed, Udemy and eDX are the best platforms for courses carried out by prestigious universities, such as Harvard, MIT, etc.

If one wants to do online courses in the maritime sector only, Indian Maritime University, Lloyd’s Maritime Academy, World Maritime University, University of Plymouth, Erasmus University, Middlesex University, University of Tasmania, etc . provide an array of diplomas and degree courses in the shipping and maritime sector.

If a seafarer is fond of teaching and is interested in getting into the Maritime teaching/training sector in India, either in the capacity of a permanent or a visiting faulty, doing the VICT (Vertical Integration Course for Trainers) course, earlier known as TOTA(Training for Trainers and Assessors), is mandatory. The list of DG-approved institutes conducting the VICT course can be found on the official DG India website.

10. Travelling

Well, this is debatable. Why? Because the landlubbers assume that since we are TRAVELLING (actually sailing) across the world, we have seen and experienced all the ports we’ve touched. Almost all my relatives and friends ask me this question without fail, “You’re so lucky. You’re getting paid to travel. Your job is so cool. You must have seen the entire world.” If not far from it, the truth is a part of this reality. We don’t always get to travel to the port we’re going to. A few of the causes could be :

A. Terminal restrictions ;
B. COVID restrictions ;
C. Short port stay ;
D. Any expected inspection ;
E. Any unexpected inspection ;
F. Any breakdown in machinery ;
G. Any planned maintenance or technician visit ;
H. Thinking of being seriously tired after visiting places and coming directly for the watch requires good attention (basically long hours of work without rest), etc.

I never left any opportunity for going ashore and exploring places, of course, at the expense of continuous work and being dependent on mandatory coffee shots to keep me alert during watch. But I do not consider that travelling, since a lot of time is wasted in arranging transport and logistics and we get to see the periphery of the port, courtesy of the limited off-time we get. Plus, there is no peace of mind because of the time pressure. Most of the seafarers opt to shop and return.

So yes, the time when I could have travelled the most was the time when I was home. Even though I have been a frequent traveller off late and I make sure that I visit at least two destinations in India in my vacations, I regret not doing that in my initial years. Of course, travelling might not be appealing to all, but it gives peace of mind to many. The best part is India is a country vast enough to cover and explore most of the places in our lifetime and is considerably cheap and economical.

11. Wasting Less time on social media

Here comes the elephant in the room. The favourite pastime of not just seafarers but non-seafarers as well. Hours and hours of unnecessary streaming on YouTube, Instagram, Facebook, Twitter, Snapchat, etc., nagging by our mothers/wives to get up and get a life and still lying like a cadaver on our beds.

We all can relate to at least this one. The good thing about the shipping career is that we are the kings of our vacation time. No waking up early. No struggles in reaching the office on time.

No reporting of any kind whatsoever to anyone. No accountability of any sort. Vacation means vacation. Sadly, that’s also the bad part. No accountability of any kind leads to no plans, which thus leads to cluelessness in seafarers in how to kill time, especially if there’s nothing lined up to do.

This leads to hours of aimless scrolling on social media and other websites. While this gives us temporary amusement and satisfaction, the time wasted is substantial. Therefore, it becomes necessary to restrict our social media time and strictly abide by that.

I regret doing many other things, too, in my life, but they would reach beyond the scope and intent of this post. With the anticipation that my fellow seafarers and the sailors yet to come to learn from my mistakes, avoid doing them and make wise decisions after that, I put an end to this post. Bon voyage.

You might also like to read-

• What Are Trans-Shipment And Trans-Shipment Ports?
• Understanding Maritime Towage And Salvage
• How Ships Fight Corrosion At Sea?
• What Is Mooring Of Ships?
• What Is Transverse Thrust In Ships?

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared, or used in any form without the permission of the author and Marine Insight. 

11 Things I Regret Not Doing In My Sea Career – A Mariner’s Story appeared first on Marine Insight - The Maritime Industry Guide

What is the Port Of Call?

Port of call means an intermediate stop for a ship on its scheduled journey for cargo operation or transporting supplies or fuel. It is a port where a ship stops except its home port.

As Per the shipping Monitoring, Reporting and Verification (MRV) regulation, a “port of call” can be defined as the port of a country where cargo or a passenger (cruise) ship halts to discharge or load the cargo or to embark or disembark passengers.

While the term ports are broadened and generalised to include facilities and amenities feasible to people and cargo, the meaning of port of call has an altogether different interpretation.

Ports of call are a part of the sub-divisions to the generalisation made to the term ports and are used for all vessels.

Port of call is a technical term used in all official shipping documents. For the cruise ship, the port of call is the premier stop from where they take on passengers for their cruise holidays.

Technically, cruise ports are tagged under the sub-division of sea harbours, which also include cargo harbours.

A port of call is a port attended within a voyage to load or unload the cargo, or for bunkering or repairs carried out on the ship etc.

A ship-to-ship transfer (Cargo STS or Fuel bunker transfer etc.) carried within the port of call will be treated similarly to the operation carried at berth.

Related Read: 7 Important Points For Safe Lightering Operations On Ships

Port of call can include both inland harbours and marine seaports that cater to vessels transiting internationally. Further sub-dividing them, there can even be fish harbours where fishes are lugged and disseminated, cargo harbours where cargo is dispersed and a dry harbour where vessels’ maintenance and refurbishing are carried out.

A marine port, tagged as a port of call, refers to a port where a ship halts so that passengers can embark and disembark appropriately or load or unload goods in the case of cargo ships.

When it comes to cruise ships, ports of call are already pre-assigned in a cruise vessel’s potential itinerary, and as such, the boat is required to visit these ports within the specified time frame.

Though it’s the same with cargo ships, the port of call might change per the requirements. For a cruise passenger, when the boat will visit a different port of call as per the itinerary of the voyage, the passenger might need to pay a port access charge based on local taxes and fees.

That fee is usually charged to the cruise company; however, the company typically does not include these port fees into the cruise fares, and they, in turn, set it back to the passenger.

When a vessel makes the initial customs entry into a country, the first port it will attend will be considered the “First Port of Call”.

Related Read: Top 10 Largest Cruise Ships in 2019

Voyage and Port of Call

The Terms “Voyage” and “Port of Call” are interrelated as they complement each other to complete the meaning of their respective terminology.

A ship or vessel voyage can be from one port to another, including the return trip, depending on the circumstances. A single journey may contain multiple “port of calls”.

For some ships, such as those engaged in naval duty, going from 1st port of call to the last port of call and then returning to the first port of call again is usually considered one voyage.

However, it may be different for cargo and passenger ships, and one voyage can be from Port fo call “A” to the port of Call “D”, in between covering Port “B&C”.

Voyage consideration entirely depends on the nature of the cargo, trade route, the shipping company’s policies, etc.

A ship undergoing an STS operation within the last port of call is considered the endpoint of that particular incoming voyage.

Similarly, once an STS operation is completed within the last port of call, after the departure, it is considered the starting point of the next voyage.

Ship officers and ship managers extensively use the data collected at each port of call and during each voyage to monitor parameters such as carbon dioxide emission, the ship’s fuel consumption; total distance travelled, time spent at sea etc.

Related Read: What is Noon Report On Ships and How Is It Prepared?

Blank Sailing

For various reasons, when a ship operator cancels a port of call, the ship has to divert from the scheduled route, not attending the assigned port or a series of ports. This is called “Blank Sailing”.

If any cargoes are to be loaded from that cancelled port, the company will assign another vessel to attend to that cargo.

If the ship was to discharge any cargo in that port, the company might decide to unload it in the next port and arrange the transit from any other vessel depending upon the freight requirement of the cargo.

There can be several reasons for blank sailing, such as:

• A reduction in the capacity of a particular route may call for blank sailing for stabilising freight rates
• A ship is sold to another operator or goes to off-hire
• The vessel involved in an accident or damage and needed urgent repair in a particular or nearest available port
• Union or other strikes in the port
• Vessel delayed due to bad weather, machinery trouble etc., leading to cancel of the specific port of call.
• Non-availability of a berth in the port due to closure, repair, traffic etc.

Related Read: Understanding the Principles of Passage Planning

Port of Call or Port Call Optimisation

Port of Call or Port call Optimisation is reducing the ship’s dwell time and improving the utilisation of port facilities.

By doing this, the vessel will have a safe environmental impact and enhanced safety and security management for the port, terminals, ship manager and service providers.

Under the port call optimisation, important information is exchanged between port and shipmaster in real-time, using satellite, internet connectivity, and electronic communication.

Here, the port is considered a combined organisation consisting of coastguards, customs authorities, port authorities, etc., and they communicate with each other. The ship maintains a data system for efficient upcoming ship-port operations.

Related Read: How can Efficient Cargo Handling be Helpful for the Marine Environment?

Different information is made available under Port Management Information Systems (PMIS), which is an integral part of port optimisation. E.g. of some critical information to be exchanged are –
• Name of the port
• Name of the terminal
• Name of the berth
• Availability of pilot at the pilot station
• New regulations introduced as per the local and international law
• Bollard capacity
• Tug requirement and availability
• Distance between bollard
• Material used for fendering
• Maximum speed in the channel or port
• Maximum allowable draft
• Weather – Presence of Ice, fog, swell, surge etc.

By having this information exchange interface available for shipmasters and ship managers, it will provide the following befits:

• Lower operating cost
• Lower cargo handling cost
• Safe and clean environment
• High standard of safety at the port
• Optimised port stay
• Reliable and optimised ship-port operation

Related Read: 6 Benefits of Information Exchange in the Maritime Industry

Along with the boarding and disembarking of voyagers at a shipping port, the requirements to sustain the voyagers and the crew are also loaded onto the vessels.

This further adds to the indispensability of these ports of call. Apart from these elaborations about a port of call, the interpretation of the term also includes a person’s intended pit stop while undertaking a long recreational trip.

Ports form an indispensable component of the maritime domain. Without their presence, the whole aspect of naval operations becomes redundant.

Over the years, the development of technology has brought about a lot of improvements in the port sector, thereby adding to its importance and credibility in its normal state of affairs.

Frequently Asked Questions

1. What is a port of call?

According to shipping Monitoring, Reporting and Verification (MRV) regulation, a “port of call” can be defined as the port of a country where cargo or a passenger (cruise) ship halts to discharge or load the cargo or to embark or disembark passengers.

2. Can any port be a port of call?

Port of call can include both inland harbours and marine seaports that cater to vessels transiting internationally. Further sub-dividing them, there can even be fish harbours where fishes are lugged and disseminated, cargo harbours where cargo is dispersed and a dry harbour where vessels’ maintenance and refurbishing are carried out.

3. What is the difference between the terms ‘voyage’ and ‘port of call’?

The Terms “Voyage” and “Port of Call” are interrelated as they complement each other to complete the meaning of their respective terminology.

A ship or vessel voyage can be from one port to another, including the return trip, depending on the circumstances. A single journey may contain multiple port of calls.

4. What is port call optimisation?

Port call Optimisation is reducing the ship’s dwell time and improving the utilisation of port facilities. By doing this, the vessel will have a safe environmental impact and enhanced safety and security management for the port, terminals, ship manager and service providers.

5. What is blank sailing?

For various reasons, when a ship operator cancels a port of call, the ship has to divert from the scheduled route, not attending the assigned port or a series of ports. This is called “Blank Sailing”. If any cargoes are to be loaded from that cancelled port, the company will assign another vessel to attend to that cargo.

You might also like to read:

• 10 Ship Terms And Definitions Even Smart People Misuse
• Nautical Terms: Meaning of Flotsam and Jetsam in Shipping
• 5 Terms Every Mariner Should Know Under UNCLOS
• 8 Engine Terms Every Marine Engineer Should Know – Part 1
• 11 Major Container Terminal Operators In The World

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the report have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

What Does “Port of Call” Means? appeared first on Marine Insight - The Maritime Industry Guide

The Covid-19 pandemic hit us suddenly and caught us unaware. It crippled life in an unprecedented way and, in many ways, has changed our way of living forever.

On land, the covid-induced lockdowns and social distancing- terms barely heard of before, became common terminology. Physical interaction and socialising, one of the basic human needs, became minimalistic, even if not non-existent. 

Were passenger ships any different? 

No, not really. Being industry-driven and thriving on people (passengers) and interpersonal interactions, the cruise passenger industry was no different, and it took a severe hit during the pandemic. The very foundation of the cruise industry- thousands of passengers and crew living onboard a ship in a relatively closed environment, became a reason for the rapid spread of covid.

The Diamond Princess, a cruise ship, became a hotbed of covid in the initial days of the pandemic in February 2020. The World Health Organization announced that more than half the known cases of covid-19 in the world outside China at the time were on the Diamond Princess. Over 700 passengers and crew had tested positive for covid, so the vessel was forced to suspend regular operation and quarantined in Yokohama, Japan.

This led to the suspension of cruise ship operations worldwide as the obvious risk of having so many people packed into limited space became apparent. It broke the back of the passenger cruise industry as it came to a screeching, uncertain and long halt.

For the next two years, most cruise ships worldwide were confined to prolonged anchorages with minimum safe skeletal manning onboard to sustain basic operations. The cruise passenger industry employed many lakhs of people and was forced to lay off many employees. Many cruise ship employees lost their livelihoods and were forced to look for jobs ashore to provide for their families. 

Many cruise lines, especially smaller ones, were forced to sell/scrap their ships or even close down permanently due to complete suspension of operations and resultant loss of earnings. In some cases, this forced crew-members crewing these ships to stay onboard for several months without being paid, and even worse at times, without any electricity (no bunkers) and in scarcity of food and water as the owners had no money to provide fuel, water and provisions.

This worsened to such an extent that six months to 1 year into the pandemic, scrap yards around the world were overflowing with cruise ships, many older ones and some even much newer. Many new-build orders for cruise ships were cancelled, and in one unfortunate case, a brand-new cruise ship was on the verge of being sent to the scrapyard even before its first voyage due to the bankruptcy of its owner.

The basic operational costs, viz. provisions, water, bunkers, crew and staff salaries, anchor/berth costs, agency fees etc., without any earnings over almost two years were driving the cruise industry to the edge, challenging its very existence.

On the one hand, cargo ships were serving as a lifeline, at the forefront of transporting essential goods and commodities across continents in the middle of the pandemic. On the other hand, the very existence of the cruise passenger industry became a huge question mark. 

There were many questions raised on the need for passenger ships. Even so, some countries didn’t allow cruise ships to anchor and ordered them to leave their territorial waters. This was when they were without passengers and operating with a skeletal crew.

The burning question was, would people return to cruising if the pandemic eventually subsided? Had the pandemic, particularly cases like the Diamond Princess, permanently changed people’s perception of cruise ships as potential breeding grounds for viruses & diseases instead of attractive vacation destinations?

The questions were very many, and the cruise industry didn’t have too many answers at that time.

The redemption & restart

Fortunately, the answers did arrive before it was too late. The rigorous pandemic-management measures (masking, restrictions, isolations and quarantine procedures) adopted around the world and the eventual arrival of the vaccines slowly but gradually resulted in subsiding the pandemic. Increasing research and findings led to more information and knowledge about the virus, which helped to reduce the fear of the disease and provided reassurance to the masses.

The borders started opening, and restrictions began being lifted slowly but surely. People, especially cruise enthusiasts, forced indoors for two long years because of the pandemic, were more than eager and looking forward to getting outside and exploring the world once again. The pandemic may not have been eradicated, but it had subsided considerably, and the world had found a way to accept and live with it. The cruise industry started seeing a ray of hope once again.

The cruise lines started preparing their ships to restart their operations. To attract passengers once again and to reassure them of their safety, cruise lines began adopting and also aggressively promoting the following:

1. Ensuring enhanced hygiene, cleaning and sanitation procedures throughout the ship.
2. Ensuring mandatory usage of masks (KN95) at all times.
3. Formulating SOPs and protocols for covid management onboard. Setting up of different levels, viz. level 1, 2 and 3, where Level 1- minimum measures (no known active covid cases onboard), Level 2- additional measures (in case of the known active case(s)) and Level 3 (heightened measures according to no. of cases)   
4. Ensuring mandatory bi-weekly testing of shipboard crew & staff members.
5. Ensuring and mandating that their crew is fully vaccinated.
6. Ensuring mandatory pre-boarding covid test and compulsory minimum 7-day quarantine for all new joining crew, followed by covid testing before release.
7. Limiting shore leaves for crew members also, testing them before and after the shore leave.
8. Setting-up up hand sanitising stations and dispensers around the ship in conspicuous locations and encouraging their generous usage.
9. Training of shipboard medical staff in handling covid cases and emergencies.
10. Ensuring an uninterrupted supply of covid test kits, medicines, sanitisers, masks, personal protective equipment, ventilators, oxygen cylinders etc., to medical personnel.
11. Ensuring a supply of approved vaccines to ensure all crew are fully vaccinated according to company policy and the prevalent norms of port states.
12. Allocate a few cabins on selected decks (usually interior ones on higher decks) as isolation or quarantine cabins for crew members who test positive. 

These were made a part of SOPs across the cruise industry.

There are also requirements for guests who intend to embark on a cruise ship as passengers.

1. Cruise lines had to limit the number of bookings for a particular cruise to ensure social distancing and availability of spare rooms in case required for isolation of guests feeling unwell/testing positive. 
2. To ensure that guests must either be fully vaccinated or carry an adverse covid test report to be allowed to embark on the ship. In case fully vaccinated, they must carry their proof of vaccination with them to be allowed embarkation.
3. Not allowing embarkation of any guests appearing visibly sick or covid symptomatic.
4. Ensuring guests must wear masks at all times, whenever outside their cabins.
5. Cruise lines had to ensure social distancing onboard in all public spaces. Restaurants and cafes onboard could only seat a maximum of 50% of their capacity at one time.
6. Guests are to be briefed on procedures to be followed if they feel unwell/sick and to contact the onboard medical emergency no. and isolate/avoid going outside their cabins. In case of severe symptoms, the affected guest(s) will be isolated and hospitalised onboard in a separate room(s).
7. Many cruise lines developed innovative contactless methods of verifying guests’ identity while boarding/embarking the ships, briefing and familiarising guests about their muster stations and onboard evacuation procedures through personalised apps and/or other digital devices. This, in most cases, also included ordering food and drinks onboard. These have been developed to reduce physical interactions as much as possible to minimise the incidence of infections and transmissions.

The pandemic cast a gloom over the entire world. Every country, whether developed or not and all walks of life were severely affected. Passenger ships, too, were no exception. Being a people-driven industry, unlike cargo shipping which is goods-driven, it was one sector that faced a grave existential threat. 

Fortunately, the situation has dramatically improved, and things are looking up again. Many cruise ships have restarted operations since the beginning of this year, and many continue to. It wouldn’t be wrong to say that it has been a renaissance or rebirth for the cruise industry.

The pandemic has forced us to change and adapt. It has been the same for the cruise industry, which had to unlearn, relearn, and adopt many new procedures. However, it will never be the same as in pre-pandemic times, as some of these procedures will likely stay forever. But considering that they are in the best interests of passengers and crew to ensure their well-being and safety, one feels it is worth it.

The pandemic may be over, yet the threat of covid exists. But like life, the show must go on. 

You might also like to read-

• Titanic vs Modern Cruise Ship: How Ships Have Evolved 
• 10 Ways to Achieve Energy Efficiency in Ship’s Electrical System
• The Incredible MSC Fantasia Cruise Ship
• Amazing Cruise Ship: Grandeur of the Seas
• Norwegian Cruise Line’s Cruise Ship Norwegian Dawn

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared, or used in any form without the permission of the author and Marine Insight.

Cruise Ships: What Has Changed Post-Pandemic? appeared first on Marine Insight - The Maritime Industry Guide

Ship terms related to the nautical industry are often misunderstood by the people outside of the industry and those who are part of it. Such misunderstanding of terms or definitions can lead to confusion among people, resulting in accident, loss or sheer embarrassment.

A number of these ship terms are very commonly used and spoken of; however, the fact remains that the true meaning of a number of them is still not fully understood by even the smartest people.

Let’s look at some of the most commonly misused and misunderstood ship terms and definitions. (Please do note that this is not an exhaustive list of misunderstood words used on ships, but the important ones, we felt, need to be addressed.)

1. Weathertight Doors And Watertight Doors

These ship terms might not be very famous among people outside the industry but are well known among maritime professionals.

The key difference between these two doors on ships is the location of their siting.

Weathertight Doors are primarily located above the waterline of the vessel. They are designed to prevent the ingress of water from outside to inside. This generally includes a small head of water. Their main use is to prevent the ingress of green seas into the space of the ship they are designed to protect. Most of the doors on deck/accommodation on tanker ships are weathertight doors. These doors are designed to open outwards, thereby ensuring a positive pressure should a draught of water act on them.

On the other hand, watertight doors are designed to prevent water ingress from both sides, thereby ensuring that the watertight integrity of the neighbouring compartment of the ship is not lost. Watertight doors are located below deck level and are designed to open and close upwards or sidewards (usually by automatic means). Most of the doors on car carrier vessels and Ro-Ro decks are watertight. A remote indication of the status (open / close) of watertight doors is required by regulations.

2. Gross Tonnage and Net Tonnage

Some ship terms and definitions, though commonly famous in day-to-day life, are often misused on ships.

Gross Tonnage is the volume of all enclosed spaces on a ship. This includes the Engine Room and other non- cargo spaces as well. The tonnage is calculated by a complex formula that is not within this article’s scope. Most Maritime Regulations (SOLAS, MARPOL etc.) apply to ships based on their Gross Tonnage.

Net Tonnage, on the other hand, is the volume of only the cargo carrying spaces on the ship. This is the tonnage that determines the earning capability of the vessel. Most port/anchorage dues apply to ships based on their Net Tonnage.

Note:

• Gross and Net Tonnage should not be confused with Suez Canal Tonnage, which uses a slightly different formula to calculate the toll for transiting the canal.
• Gross Tonnage (GT) and Net Tonnage (NT) should not be confused with Gross Registered Tonnage (GRT) and Net Registered Tonnage (NRT). One still finds the occasional old seafarer referring to tonnage as GRT and NRT. GRT and NRT were used before the IMO Convention – International Convention on Tonnage Measurement of Ships (1969). Both are now obsolete terms. GT and NT replaced them in 1994 in line with the convention.

3. Gulf and Bay

The world’s waterbodies are divided into Oceans, Seas, Gulfs, Bays, Rivers, Estuaries, Lakes, Straits, Canals etc. Most of these are self-explanatory. However, most people fail to understand the difference between Gulf and Bay and Straits, Channels and Canals.

By definition, Gulf is a large waterbody which can sometimes be considered as an extended arm of a sea with a constricted entrance along a strait. A gulf is almost entirely enclosed by land.

E.g. the Persian Gulf, the Gulf of Mexico, the Gulf of Finland

Bay is similar to a Gulf but generally smaller in size and has a wider entrance. However, there are exceptions to this definition. E.g. the Bay of Bengal is much larger than most of the bays of the world. Also, a Bay is not enclosed by land to a large extent.

E.g., the Bay of Biscay, Bay of Bengal.

4. Straits, Channels And Canals

Strait is a narrow water-body interconnecting two much larger water bodies (Eg. Singapore and Malacca Straits connect the Bay of Bengal and the South China Sea). Water flow is in both directions and is tidal. Most importantly, straits are naturally formed without human intervention.

E.g. Singapore Straits, Sunda Straits, Lombok straits, Straits of Hormuz, Bosporus Straits, and Straits of Gibraltar.

Channels can be defined as wider Straits. They have the same characteristics as the Straits, only that they are bigger and have more navigable water.

E.g. English Channel, Mozambique Channel,

Canals are defined as man-made straits. It is an artificial waterway to facilitate trade between otherwise dangerous routes or cut short distances between natural routes.

E.g. Suez Canal, Panama Canal, Kiel Canal.

5. Density and Specific Gravity

These ship terms are more to do with Tanker Officers and Crew.

Density, by definition, is the amount of matter per unit of volume. Or, more simply, mass over volume. Hence it has units of kg/cm3.

E.g. the Density of Sea Water is approx. 1025 kg/m3

Specific Gravity is a ratio of the density of the substance divided by some reference material, typically Fresh Water. The units cancel each other out, often referred to as a ration.

For E.g. the Specific Gravity of Diesel Oil is 0.86

Density and Specific Gravity are the same if the reference material is Fresh Water since the Density of Fresh Water is 1.0 kg/cm3.

6. Fairleads, Chocks, Bitts, Bollards, Bilge And Dolphins 

Fairleads, Chocks, Bitts, Bollards, Dolphins etc., are commonly used ship terms in mooring operations of vessels.

Fairleads: are welded directly onto the ship’s hull structure. Fairleads have a roller attached to them to guide mooring wires to winches for the correct lead. Pedestal Fairleads are commonly found on modern-day ships to guide mooring lines between the chock and the winch. Universal Fairleads have widely used ships earlier in lieu of chocks.

Chocks are structural reinforcements on ships which guide the mooring lines to and from the shore / other vessels. Chocks need to be much higher SWL than the mooring line to avoid structural damage and withstand various forces when a vessel is moored.

Bollards: are generally referred to as short posts on the quay/jetty used to secure Ship’s Mooring Lines. A single bitt on ships may also be referred to as a bollard around which the eye of the rope is attached. Oil Tankers have special bollards in the various areas called cruciform bollards, which are used for securing/supporting flexible hoses for cargo operations.

Bitts: are double bollards/posts mounted vertically on ships to secure mooring lines from other vessels (during STS operations), tug lines or secure Fire Wires on Tankers. Bitts are always found in pairs. It is important to inform the pilot or tug operator of the SWL of the bitts to ensure that the tug does not exceed this force when pulling the vessel.

Dolphins: They are found only ashore. These are independent platforms on the jetty with hooks or bollards for securing the ship’s mooring lines.

Bilge: The lowest compartment of a ship or boat is called the bilge.

7. Derricks And Cranes

Derricks and Cranes are both ship terms related to lifting appliances. Derricks are now relics of the past and found only on a few older ships. They have been replaced by the more versatile and much simpler Deck Crane.

Derricks are lifting devices composed of one or more guy masts (supporting members). A derrick is controlled by several lines connected to the top of the mast, which controls the lateral and vertical motion of the derrick. The runner-up/down function to lift and lower a load is accomplished by a separate line similar to a crane.

The most popular derrick on ships is the Union Purchase Rig, which uses two derricks, enabling the operators to load and discharge cargo much faster than single derricks.

One of the major disadvantages of the Derrick is that it takes longer to change the rig to suit different cargo types and lifts. The operation of derricks also requires at least two winch operators.

Cranes are similar to derricks but are much simpler in operation. A single crane driver accomplishes all functions – Runner up / down, Boom Up / Down, Swinging sidewards, etc. Most shipboard cranes are designed to swing through 360 degrees but may also have safety limit switches which prevent cranes from operating at angles which can cause damage to structures. Limit switches are also provided to prevent the runner wire from reaching the end of the drum.

8. Swinging Circle And Turning Circle

Swinging and Turning Circles – ship terms related to vessel navigation are often confused.

Swinging Circle is a shipping term used when the vessel is at anchor. This is the theoretical radius in which the ship is expected to swing at anchor. The radius of the swinging circle is generally calculated as (Number of Shackles x 27.5 m + Length of the Ship in meters). After anchoring, the watch officer (OOW) should ensure that the vessel remains within the Swinging Circle and that no other vessel anchors within the vessel’s swinging circle, plus some safety distance as decided by the Master. The swinging circle is not fixed and depends on the number of shackles paid out.

Turning Circle is part of the vessel’s manoeuvring characteristics. It is the diameter circumscribed by the vessel when the rudder is put hard over when going full ahead. This shipping term is generally determined during the vessel’s sea trials before delivery. The yard will provide details of the turning circles in Loaded and Ballast Conditions for shallow and deep waters. Turning circles are posted on the bridge and included in the Wheelhouse Poster, and one need not calculate the turning process each time and for different conditions.

9. Gangway And Accommodation Ladders

These are still the two most often interchanged ship terms used on vessels. Although, their purpose is the same. i.e. to serve as a link/bridge between the ship and the shore, their rigging and usage are different.

Gangways are rigged at right angles to the fore and aft line of the ship. Gangways should not be used at an angle of inclination greater than 30 degrees to the horizontal. Gangways are mandatory for ships over 30 meters in length. Gangways must only be rigged on railings that are reinforced for this purpose.

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Accommodation Ladders are rigged in the fore and aft direction of the ship and face astern. The maximum angle of inclination from the horizontal shall not exceed 55 degrees. Accommodation ladders are generally fixed on the vessel and are swung out using dedicated winches and motors. These are mandatory for vessels over 120 meters in length.

10. Annex, Code, Convention And Protocol

The above stand out as the most confusing among the myriads of ship terms and definitions. Let us look at what each one stands for.

The convention is a formal treaty between signatory states to comply with various aspects governed by the agreement, which forms the basis of the treaty. IMO must first adopt conventions before member states can ratify them.

E.g. SOLAS Convention, MARPOL Convention, Loadline Convention, Maritime Labour Convention etc.

In merchant shipping, a Convention is binding on all member states only if it has formally been adopted by IMO and then ratified by member states. The rules for adopting conventions (tacit and active acceptance) are not in the scope of this article.

Protocol: A protocol is a supplementary treaty which modifies a Convention. It is a treaty that supplements or adds to a pre-existing convention. Instead of bringing out a new convention altogether, it is easier to enhance the convention using a protocol.

E.g. MARPOL 73/78 stands for The International Convention for the Prevention of Pollution from Ships which was formalised in 1973 and modified by the Protocol of 1978. The combined convention did not come into force until 1983 due to a lack of ratifications.

Code: A Code is part of a Convention and contains various technical details of essential aspects of the Convention. In other words, a code assists in elaborating the contents of the convention. It forms a part of a convention and cannot exist as a standalone regulation.

E.g., the ISPS Code (International Ship and Port Facility Security Code) is part of the SOLAS convention, and LSA and FSS Codes also form parts of the same conventions.

Annexe: An Annex is also a part of a convention which is introduced after the convention has been formalised. An annexe to a convention adopted by IMO has to be separately ratified by the member states to become legally binding on all member states.

E.g., MARPOL presently has six annexes, all of which have been ratified by member states at various intervals since the convention first came into force.

Frequently Asked Questions

1. What are ship terminologies?

Ship terminologies are technical terms used by people in the shipping industry. Common terms include keel, tiller, starboard side, pier, hatch, dock, helm, valve, bow, beam, draft, freeboard, knots, nautical miles and so on.

2. What do you mean by sea room?

The word does not mean a specific room onboard a vessel. Instead, it describes a safe distance from the shore or other hazards.

3. What is the use of a sea anchor?

It acts as a stabilising tool which is thrown into the water. It is held at the seabed and acts as a brake. It keeps the hull in line with strong winds and perpendicular to the waves.

4. What are a galley and a gangway?

Galley refers to the kitchen area onboard a vessel, laid out longitudinally with overhead cabinets. A gangway is a narrow walkway or platform used for embarking or disembarking the vessel.

5. What is a toe rail?

A toe rail is a boat fitting to prevent crew members from falling into the water. It serves a safety purpose and also has drain holes and pipes.

You might also like to read

• Understanding Conventions, Protocols and Amendments
• 14 Terminologies Used for Power of the Ship’s Marine Propulsion Engine
• Ship Stability – Introduction to Hydrostatics and Stability of Surface Ships
• 3 Important Calculations Every Marine Engineer Must Know On Ships
• Understanding the Design Of Container Ships
• Understanding Transit Time in Shipping

Over to you.

Do you know some more commonly misunderstood and misused ship terms and definitions? Let us know in the comments below.

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared, or used in any form without the permission of the author and Marine Insight.

10 Ship Terms And Definitions Even Smart People Misuse appeared first on Marine Insight - The Maritime Industry Guide

An offshore oil rig, a floating city on the ocean, is a city that never sleeps. Looming over passing ships, it works silently around the clock, performing its functions far from the nearest coast.

Billions of barrels of oil and gas are produced by oil rigs and gas wells to meet the world’s energy demand. The oil industry is central to the world economy, and changing crude prices impact all nations.

There are numerous resources on how the oil rig works, the equipment on board, and the qualifications to join offshore drilling rigs.

But has anyone considered the lifestyle and daily routine of someone living and working on an oil rig?

Though you must have heard about life on this beautiful floating platform, there are a few things you might not be aware of. The first thing to note is that life on an oil rig is not a party and is, in fact, a gamble with one’s own life. Though the sentence might sound a bit exaggerated, it is not all untrue, for offshore oil rig work is harsh and unsafe.

This article will discuss the dangerous life of a worker on an oil rig.

Looking for a Life At Sea  & The Origin of Oil Rigs

Five hundred years ago, the oil demand was much higher than its supply. Besides collecting the oil seeping through the ground through land oil pipes and wells, oil companies started exploring beyond and developed drilling rigs to tap crude oil below the sea bed through hydraulic fracturing.

It was in the Gulf of Mexico that open water drilling first gained traction. This resulted in the first offshore oil well structure.

News spread and new fields have been discovered, including in the Scottish waters and the North Sea.

So why is there so much demand for offshore and crude oil rigs?

Most appliances these days are powered by conventional energy methods, which are mainly dependent on fossil fuel energy. It involves the combustion of these fuels to indirectly power factories, industries, cars, habitation sites, etc. The alternatives are natural resources such as wind, water, and solar-based power sources.

However, the highest efficiency rate at the present level of technology undoubtedly belongs to fossil fuels. Still, they generate enormous amounts of greenhouse gas emissions, which is one reason for climate change.

Coming to why offshore oil rigs have become a common sight, the reason lies in the effects of drilling on land. The sheer land required to maintain such an operation only compounds the problem of having an ever-expanding population without enough area.

Moreover, an accidental oil leak, oil spill, or sub-surface vent formation could potentially contaminate freshwater resources and lead to health issues for the surrounding regions.

Moreover, once an oil well is drained of all resources and capped, the rig must be dismantled and scrapped. The cost of changing location is far too great.

On the other hand, offshore oil platforms solve many problems in one go. For instance, they do not occupy land reserved for industries or habitation.

Special technology has been developed to prevent an accidental leak or blowout at such facilities, thereby nullifying the chances of water contamination. Lastly, they can be towed across different locations after an existing oil well has been drained.

People have been instrumental in these massive oil rigs’ safe and efficient operations. They handle a variety of tasks- from engineering to assistive.

For instance, specialists and inspectors ensure the rig is in working order, engineers work to rectify any potential flaws, and auxiliary staff keep the entire crew fed and provide other services.

While people are fundamental to these rigs’ functioning, efforts are gradually being made to shift to a safer and more remote alternative. This way, only essential visits would be required.

The Life Of A Worker On An Oil Rig

Life changes dramatically for one who decides to step foot in this industry. Earlier, life on an offshore oil rig was arduous, but there have been significant changes and improved living conditions.

One needs to get outfitted to start work on the rig; hence, safety glasses, hard hats, coveralls and steel-toed boots are issued on arrival.

Regular safety training is conducted before and during employment.

Oil rig workers have an 8-12 hour shift with breaks for food in the morning, noon and night. One might have to do night shifts since this industry operates 24 hours a day and seven days a week.

While this may seem tough, a two-week work session on the rig will earn the worker a holiday of almost three weeks. This is meant to compensate for the hard physical labour on the offshore platform.

And while onboard a rig, one need not worry about food, laundry or accommodation. Rooms with bunk beds are common, as it saves precious space and fosters a sense of camaraderie with one’s colleagues.

Also, the rig has designated smoking zones where safety matches are provided to smokers to ensure safety compliance at all times.

Cinema halls, televisions in every room, a fully-kitted gymnasium, indoor sports facilities like table tennis, and computers with internet are some benefits one enjoys on the rig.

A few decades earlier, rig staff could make calls back home only once in a fortnight, with the call times limited.

But with the advent of superior mobile and broadband technology, oil rigs are well equipped to provide the staff with the various comforts of the internet, including uninterrupted and unlimited voice calls and a super-fast Wi-Fi connection.

While the job might sound very interesting and rewarding, one point to keep in mind is the risk associated with it.

The environment in which the rig works is very hostile as the nature of these operations is unfortunate tragedies and accidents.

Highly flammable fluids are drawn out of the earth, some part of which is burnt in slack flares to separate poisonous sulfide gas. There is always the chance of accidental exposure to these chemicals, which can have severe consequences.

Dangerous and heavy machinery like cranes capable of lifting heavy loads is operated at all times. Work is even carried out at extreme heights despite weather, stormy or windy climatic conditions.

Be it for a worker on the rig or off rig workers like the paramedics, housekeepers, caterers etc., life on an oil rig is exciting and exhilarating, while it also has its fair share of danger.

With newer and safer systems, the risks involved have drastically decreased. Nevertheless, caution is always advised, and the best operating practices must be followed.

A Typical Day of a Crew Member on Board an Oil Rig

Work shifts on an oil rig are dependent on your time of arrival and state of work at that point. After that, you are assigned a 12-hour shift to work on and then a 12-hour off period.

The exact time can vary since it depends on the work you specialize in. Since you are on the rig for two whole weeks with limited sources of entertainment, the company often puts you to work for longer periods, with adequate breaks in between. So, it may be possible that you stay up for nearly 16 hours and then sleep for the remaining 8 hours.

While this may shock many of you as inhumane working hours, remember that any time not spent sleeping on an oil rig is termed “working”.

So, mealtimes are included in this period and designated relaxation times intended to improve staff welfare. To ensure no time is wasted, a roster with a detailed schedule is prepared for each crew member on board and is strictly followed.

Since your “day” might start at midnight, the oil rig follows a 24-hour operational system. This is a typical day for a worker beginning the midnight shift in this system:

1. 2330 hours, previous day: Wake up, and arrange gear for the shift.
2. 0000 hours: Major meal 1. Punch in for a shift and receive instructions for the “day”.
3. 0200 hours: Break1, as the work demands regular breaks for recovery.
4. 0400 hours: Break 2.
5. 0600 hours: Major meal 2.
6. 0800 hours: Personal time.
7. 1000 hours: Break 3.
8. 1200 hours: Break 4.
9. 1400 hours: Major meal 3.
10. 1530 hours: End of day. Last break for the shift.
11. 1600: Prepare for the next day, have a light snack, and then go to bed.

We can observe that while it may seem long, the day is filled with breaks intended to give the workers a gap. Moreover, during work hours, they can take a few minutes to talk to their family on the shore, catch up with their colleagues, or prepare a snack from the ever-full pantry.

Training Courses and Education for Life on an Oil Rig

Working on an oil rig is not a simple task a layperson can attempt. The machinery used is unique to this field, the type of work is different, and the physical intensity can be challenging. This is why most oil and gas companies have a long list of qualifications and requirements for their staff.

Those who have minimal education can apply for entry-level oil rig jobs after doing a diploma or the specified course. They can become stewards, galley hands, floor hands and welders.

The engineers will need degrees or certification in designing robust offshore structures, with particular attention paid to stability and other factors.

Workers who handle mechanical repairs, instrument installation, welding etc., need certifications in operating heavy equipment and specialized machinery.

For instance, offshore and marine welders have a comprehensive collection of courses and certifications required to work in this industry.

Lastly, operations and logistical experts have to factor many variables into their computations- weather conditions, man-hour requirements, safety guidelines, physical working conditions etc.

While companies often train their employees in these skills, they also seek proactive individuals with certifications. This helps them to stand apart from the crowd and offers them prior experience in the field.

Connecting with the Mainland

Connecting to the mainland is always important for any offshore work. It serves as the nearest source of replenishment, equipment, and aid in case of an emergency. That is why all companies in this industry pay special attention to how they plan the logistics behind mainland transportation.

The most common method of transporting crew, staff, and equipment is specialized modified VTOL helicopters. Reputed helicopter manufacturers include Airbus and the Bristow Group. There are different classes of such aircraft that serve different purposes.

Light helicopters handle passenger transport limited to less than ten people, including the pilot. This is used for ferrying small groups from the shore or inspecting offshore pipelines with a small crew. They can carry essential supplies but no hanging load.

Medium helicopters have two main variants. The passenger variant handles larger groups of passengers, often used for a shift-change operation with 15 people.

The cargo variant can handle larger loads and even mid-sized hanging loads.

Heavy-duty copters can transport large equipment, hanging loads, and passengers of up to 20 individuals. They are used for more robust and heavy-duty operations.

VTOL refers to Vertical Take-Off and Landing, meaning that the craft can rise or drop vertically without any off-centre motion. This is perfect for tight manoeuvring in locations with restricted space. There is also a lesser chance of the helicopter tail striking any equipment.

These helicopters operate in the following steps to drop goods and passengers at an offshore site:

The helicopter approaches the helipad upwind of the flare stack. This is to prevent noxious fumes from overwhelming the engine system and passengers.

It is gently lowered onto the deck and decoupled if it has an undercarriage hanging load. After that, the ground crew removes the cargo. The decoupler is an important component, as it is used in emergencies to rid the helicopter of the excess cargo load.

Finally, the helicopter touches down on the helipad once it is clear. They use navigation systems plus hand and light signals from the ground crew to safely land.

Other than aircraft, boats are the other method of connecting offshore platforms to land. These are less preferred, as an approach to large offshore platforms can be a safety issue.

Nevertheless, smaller platforms also have a fleet of dedicated motor-powered boats that can be used to quickly ferry goods, conduct inspections, or recover equipment from the sea.

Crew members on board the transport vessel need to climb the buoyancy columns of these rigs to reach the main deck, although elevators are common in modern times.

Salaries and Perks for Staff on an Oil Rig

Despite the tough lifestyle of a crew member on an oil rig, it is a satisfying opportunity to be at the forefront of an ever-evolving and complex industry. Rest assured, a select few can only handle these experts’ work. Besides the high salary, there are numerous perks for workers on an oil rig.

The pay is unparalleled, considering they handle state-of-the-art equipment that needs prior experience. There is also an opportunity to work at different locations spanning different regions and continents. For those who enjoy being at sea, this is an excellent opportunity to witness its beauty firsthand.

As work usually progresses for 2-3 weeks per shift, they receive an equal amount of time off once their shift is completed. This means you can spend time with your family once you are off-duty.

While you may occasionally be required to report to an office for briefings or team meetings, this time is reserved for you to relax.

As these workers leave their families and head to distant platforms, the parent company usually provides accommodation, a job to the spouse, or other family benefits. Moreover, there is complete family insurance coverage.

Lastly, for an adventurer, this would be a dream-come-true occupation, as it allows you to work in a dynamic field that demands a lot but also renumerates you for your hard work and commitment.

What happens to Oil Rigs at the end of their lives?

When an oil rig stops production, companies can seal the oil well and remove the platform or transform it into an artificial reef by removing only its upper section. Over the years of its operation, the rig pillars beneath the waves and mud become one with the marine ecosystem in many ways.

This practice of changing the defunct rigs into reefs in the United States began 40 years ago, after 1984. That year, the US Congress passed the National Fishing Enhancement Act, which underlined the advantages of converting rigs into reefs. The states of Alabama, Louisiana, Mississippi and Texas have rigs to reefs programs which have transformed over 500 rigs into artificial reefs.

The subsurface rig is the perfect skeleton for coral reefs, mussels, tiny fish and other marine wildlife. Rigs like Platform Holly are one of the most flourishing man-made marine habitats with diverse fish populations. However, even these reefs face dangers as oil from original wells or pipelines can still leak. In 2021, a pipeline between Elly platform and Long Beach Port in the State of California leaked. It affected the marine animals living near the artificial reef.

However, around 27 marine ecosystems would be affected if California’s artificial reefs were toppled. Also, it would cause pollution and waste generation since some platforms like the Harmony rig in Santa Barbara Channel are taller than the Eiffel Tower!

Interestingly, many oil rigs near the Gulf Of Mexico have become productive fish habitats and hotspots for diving, snorkelling and recreational fishing. Scientists and Marine Biologists wish to replicate this success in other parts of the world.

Frequently Asked Questions

1. Do workers sleep on oil rigs?

Oil rigs are close-knit communities in a way. Most oil rigs have worker bunker beds; some even offer private rooms. Showers and washrooms are also shared among the staff.

2. How long do workers stay on an oil rig?

Workers on an offshore oil rig may remain on the platform for six months to one year, depending on the company they’re working for, the project type and the duration of their contract.

3. What are the chances of dying on an oil rig?

Offshore oil rig workers are seven times more likely to die than an average American professional. According to a report, there are usually 27.1 fatalities per 100,000 workers compared to 3 to 4 death per 100,000 employees in normal jobs.

4. How many hours a week do workers work on an oil rig?

As the work on an oil rig is never-ending, most workers must have 12-hour shifts, seven days a week for even 28 days at a time. They might have to work overtime if the project requires so or if there is an emergency.

5. How much do you get paid on an oil rig?

Salaries depend on the position and company. But usually, specialised drilling engineers with sufficient experience and underground pipefitters can make around 200,000 USD every year.

You might also like to read:

• Types Of Mobile Offshore Drilling Units (MODU)
• What are Anchor Handling Tug Supply Vessels (AHTS)?
• A Guide To Types of Ships
• Main Reasons that Lead to Oil Rig Accidents

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

Life On An Oil Rig – Do You Know What It Takes? appeared first on Marine Insight - The Maritime Industry Guide

Mystery, fear, and enigma encompass the seafaring ghost ships’ or phantom ships’ tales that have been passed around throughout centuries by sailors, anglers and others.

These mysterious ships are fantasied as spectral phantasms that materialise in the middle of the sea and disappear quickly, apparently a bad omen.

In addition, abandoned ships, which are found adrift, and left desolated under fearsome and cryptic circumstances, are included in this category.

Albeit these all being marine legends and sometimes lacking authenticity, some of these haunted ships continue to provoke speculation and fearful anticipation.

We present you with ten such mysterious ghost ships of the maritime world that would surely give you an eerie feeling and goosebumps.

Related Reading:

Top 10 Amazing Ocean Mysteries and Phenomena

Top 10 Amazing Ocean Mysteries and Phenomena – Part 2

SV Kaz II

SV Kaz II was found adrift, 88 miles off the coast of Australia, near the Great Barrier Reef, just five days after it set sail from Airlie beach towards Townsville, Queensland, in April 2007. As per investigation reports, the 12 m catamaran was sailing with a three-person crew who were not experienced, sailors. However, what happened to them remains a mystery to this day.

Their disappearance without a trace has been compared to the crew of Mary Celeste, another ship whose crew went missing under mysterious circumstances. Many believe rough weather conditions could be a reason; others blame pirates or even communists for the same.

Strangely, the vessel was found in perfect condition, except for the one sail, which had been shredded to pieces. The three men were never discovered. According to investigators, they might have drowned while trying to untangle a fishing lure caught in the vessel’s rudder. It is also envisaged that a sea monster could have swallowed them.

The Caleuche

It is a legend of the Chilota mythology, where it is described as a ghost ship which comes into being every night near the island of Chiloe. It says the vessel carries the spirits of all the people who have drowned at sea.

The Caleuche is strikingly beautiful, bright and gay, always surrounded by party music sounds and laughter.

However, it only stays for a few moments and then suddenly disappears or submerges itself under the water. Three Chilota’ water spirits’ – the Sirena Chilota, the Pincoya, and the Picoy – who resemble mermaids, summons the spirits of the drowned.

The SS Valencia

In 1906, the SS Valencia sank off the coast of Vancouver, British Columbia, after encountering bad weather near Cape Mendocino and became a subject of mysterious ghost stories.

Eventually, 37 of merely 108 people were saved using lifeboats, among which one disappeared.

Since then, many fishermen have claimed to witness ghost ship sightings with human skeletons even after many decades post sinking.

Related Reading:

The Mystery of the Mary Celeste Ghost Ship

Unexplained Mystery: The Devil’s Sea (The Dragon’s Triangle)

The SS Ourang Medan

In 1947, while passing through the Strait of Malacca, two American ships went off on a rescue mission after receiving a distress call from Ourang Medan.

The caller claimed to be a crewmember and conveyed the message of the death of everyone else on board. His words weirdly ended with “I die”. The rescuers found the ship unharmed, but the entire crew, including the dog, dead with terrified faces and expressions.

Before the further investigation, the abandoned ship caught fire and exploded. The probable reason could be over-exposure to nitroglycerin, which it was carrying illegally. The other mystery revolves around the story of paranormal activities and alien invasion.

The Carroll A. Deering

This ship ran aground in the notorious Diamond Shoals near Cape Hatteras, North Carolina, in 1921, where it was stuck for several days before any rescue team could arrive. After unloading a coal shipment, the vessel was travelling from Rio de Janeiro back to Norfolk, Virginia.

Later, the Coast Guard found that the navigational equipment, logbook and two lifeboats were missing from the abandoned ship, otherwise undamaged.

Investigation showed that a few other ships had also disappeared under mysterious circumstances around the same time, which could be the pirates’ barbarity, crew mutiny, or extraterrestrial activity around the infamous Bermuda triangle.

6. The SS Baychimo

Built in the early 1920s, this is one of the real-life ghost ships which was, in 1931, trapped in the pack-ice near Alaska, leaving no hopes for the owner Hudson Bay Company but to abandon it.

However, it remained adrift for the next 38 years and was frequently sighted floating aimlessly in the waters off Alaska.

Weather conditions had always made it impossible to salvage, but since 1969, it has disappeared completely. A few expedition programmes had since been launched to trace back this mysterious ghost ship.

Related Reading

5 Famous Mysterious Stories of the Bermuda Triangle

Top 10 Amazing Facts About the Lost City of Atlantis

The Octavius

The Octavius became more than just a legend in 1775 when a whaling ship named the Herald found it aimlessly drifting off the coast of Greenland with all of its crew frozen dead by the arctic cold.

To add to the spooky environment, the ship’s captain was found sitting at his desk, with a logbook in front of him, and finishing a log entry from 1762.

This could mean that the Octavius had been floating for 13 years and completed its passage to the Atlantic while returning to England from the Orient via the Northwest Passage as a ghost ship.

The MV Joyita

In 1955 this fishing and charter boat was found abandoned in the South Pacific, five weeks after it had been reported overdue. The air-search mission could not trace it until a merchant ship found it drifting almost 600 miles off its source with no sign of passengers, crew members and cargo. The liferafts were missing, including the firearms and other equipment onboard.

There was a doctor’s bag and several bloody bandages on the deck, and the broken radio was tuned to the universal distress signal. Still, what happened there was never revealed as none of the crew was ever seen again.

The Lady Lovibond

An exciting story of love, jealousy and rage complements the tale of this haunted ship. In 1748, the day before Valentine’s Day, it was set to sail as a celebration of the ship’s captain’s wedding.

Nevertheless, his friend, who was too in love with her, out of vengeance, steered the ship into the notorious Goodwind Sands, sinking it and killing all on board.

Since then, it could be seen every fifty years sailing around Kent. 1798, 1848, 1898 and 1948 witnessed this ship’s sightseeing, and some boats had sent out rescuers, assuming it was in distress, but later could not be found. Albeit there was no confirmed spotting in 1998, this famous ghost ship continues to be a legend.

The Mary Celeste

British Ship Dei Gratia found the Mary Celeste on 4th Dec 1872, near the Strait of Gibraltar. It was weird as the latter had left New York eight days before the Dei Gratia and should have reached its destination, Genoa, Italy, by now. However, the boarding party from the British vessel discovered that below deck, things looked pretty standard with no signs of any attack.

Probably the most famous real-life ghost ship’s story embraces the Mary Celeste, found adrift in the Atlantic Ocean in 1872 in a completely unharmed condition with all its sails still up, the crew’s personal belongings intact and a cargo hold of over 1500 alcohol barrels untouched.

The only things missing were the lifeboat, the captain’s logbook and most importantly, the whole crew. Since pirate attacks could not be held responsible for such a phenomenon, theories of crew mutiny, waterspout killing, and consumption of poisonous food leading to madness came into being.

However, the most reasonable explanation could be a storm or technical issue, compelling the crew to immediately abandon the ship in the lifeboat and die later at sea. Apart from these, the mystery of this haunted ship surrounds by ghosts and even sea monsters and alien abduction theories.

Captain Morehouse of Dei Gratia knew Captain Briggs of Celeste to be a capable sailor, leading to more suspicions about what actually happened. However, the poor fate of Mary Celeste and its souls has been immortalised in Arthur Conan Doyle’s short story written in 1884, J Habakuk’s Jephson’s Statement.

The Flying Dutchman

In maritime folklore, this ghost ship has left the maximum impact like no other by inspiring numerous paintings, films, books, operas, etc. The Pirates of the Caribbean, the Dead Man’s Chest features the story and is the most popular movie based on this legend.

Van der Decken, the captain, on its way towards East Indies, with sheer determination, tried to steer his ship through the adverse weather condition of the Cape of Good Hope but failed miserably even after vowing to drift until the doomsday. Legend says that since then, they have been cursed to sail the oceans for eternity.

To this day, hundreds of fisherman and sailors from the deep sea have claimed to have witnessed the Flying Dutchman continuing its never-ending voyage across the waters.

Frequently Asked Questions About Ghost Ships

1. What is the meaning of the term ‘Ghost Ship’?

Ghost ships are those sea-going vessels associated with some supernatural activity or unexplained powers. Those vessels that have been abandoned by crew and passengers or have drifted away from their docks or while at sea are also called ghost ships. Ships still in operation might also be referred to as ghost ships, as stories of paranormal activities or eerie experiences spread through the crew and passengers of the vessel.

2. Which ghost ships are sailing on the oceans’ unmanned’?

There are many examples of ghost ships sailing without a soul. One such vessel is the MV Lyubov Orlova, an erstwhile Russian cruise ship carrying tourists around the Arctic. Today, its guests are only rats. The vessel was found adrift near the coast of Ireland and will be dismantled soon.

3. When was the last Ghost Ship found?

The last ghost ship was found in 2018 on the coast of Ireland during the Dennis Storm. The MV Alta ran aground close to Ballycotton, County Cork. It was found adrift and unmanned in the Atlantic by the HMS Protector after it became disabled, and the US Coast Guard rescued its crew.

4. What causes the mirage of ghost ships?

Our brain interprets that light travels in a straight line. However, other factors at sea, including refraction, temperature, climate and light waves, create a mirage of a ship floating above the horizon. Sometimes, it may look distorted and above the water’s surface. The actual ship might be below the horizon or on the other side.

5. How many abandoned ships are in the ocean?

In 2020, the IMO Database mentioned about 438 ships abandoned worldwide. It also listed 5767 crews abandoned since 2004. However, since not all missing cases are brought to the IMO, the number of missing and abandoned vessels is much bigger.

• The Mystery of Ghost Ships – HMS Erebus and HMS Terror
• The Unexplained Mystery of the Sea Serpent
• The Baltic Sea Mystery of the Strange UFO Object
• Unexplained Mystery: The Devil’s Sea (The Dragon’s Triangle)
• The Real Story Behind The “Davy Jones’ Locker”
• What are Sea Shanties? 

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

Image credits:

blogspot, buy lovely, angels ghosts, top apps, scary for kids, PhotoBucket, hauntedamericatours

Top 11 Mysterious Ghost Ships and Haunted Stories of the Maritime World appeared first on Marine Insight - The Maritime Industry Guide

The merchant navy is a profession that is by far away from the need to have a permanent legal counsel fo5. Sailors Helpline: Founded in 2002, the Sailors Helpline is based out of Chennai, Indiar the benefit of the employees. And obviously, as the topic suggests, the ones in concern here are the ones working onboard (as opposed to the office). Professional life onboard is strictly work oriented with less to minimum chances to give rise to situations that might demand legal proceedings.

In general, the culture on ship is to solve matters within the periphery of the ship, amicably and respectfully. The Master is normally enough by himself to solve issues that require specific and serious attention. However, as with all workplaces, there sometimes arises a situation that just cannot be solved through the honor of a good handshake and an apology; sometimes, a seafarer has no option but to turn to full fledged authorities dedicated towards the disputes pertaining to the life in the merchant navy.

Such disputes may arise when the questions of remuneration, facilities onboard, repatriation or other such similar aspects cause dissatisfaction to the seafarer. Indeed, in an environment where work is worship, and one in which the seafarer toils to get his salary at the end of the month, issues that cause dissatisfaction to him ought to be heard, considered, debated and judged.

So where exactly is it that a seafarer turns to when in requirement of assistance? Which organisations are willing to extend a helping hand to a sailor in need? Read on.

1. International Transport Workers’ Federation (ITF): Founded in 1896, ITF is a global union of the variety of trade unions with respect to the transport associated with different industries (shipping, aviation etc.). ITF stands for the interest of the union workers associated with the International Maritime Organization (IMO), International Labor Organization (ILO), and International Civil Aviation Organization (ICAO). Headquartered in London, it has offices at strategic locations across the world. Affiliation of unions to ITF enables the Organisation to negotiate the various interests and rights of the workers/seafarers. Help by the ITF is rendered irrespective of nationality and/or the flag of the seafarer’s vessel. Their contact details can be found here.

2. International Labor Organisation (ILO): The ILO is an arm of the United Nations (UN), which deals with international labor standards, and other labor related issues across the world. Established as a specialized agency of the UN in 1919, it sets forth regulations with regard to working conditions, wages as well as regulations that are put into force to ensure that the seafarers’ workplace standards are maintained and upheld. The ILO has been pivotal in the formation of the conventions such as the Maritime Labor Convention (MLC, 2006), Recruitment and Placement of Seafarers Convention (1996), Repatriation of Seafarers Convention (1987), Seafarers’ Identity Document Convention (2003) and many more. More information on the ILO can be found here.

3. The Seamen’s Church Institute (SCI): Founded in 1834, SCI is a comprehensive agency, which provides a wide range of services for seafarers. Based out of North America, the SCI renders services with respect to a seafarer’s personal, professional as well as spiritual needs. These services spam the areas of education, pastoral care and legal help. Most important of them is the free legal aid service they provide exclusively to seafarers. The SCI is an organisation that values and acknowledges the immense importance of the work carried out by sailors and its critical support in shaping robust economies. More information can be found about them here. 

4. International Seafarers Welfare And Assistance Network (ISWAN): ISWAN is a charity exclusively for the perusal of seafarers aimed at providing a free and confidential service to cater to the problems of an individual. Their service designated for rendering help is knows as SeafarerHelp. Assistance is available round the clock and throughout the year and includes assistance ranging from poor wages/working conditions, to just being able to talk to someone when in need. Find out more about ISWAN here and SeafarerHelp here. 

5. Sailors Helpline: Founded in 2002, the Sailors Helpline is based out of Chennai, India. Its purpose is to serve the maritime fraternity of India with emergency social services. Confidentiality is of prime importance and all calls and emails in liaison with this organisation are kept completely private. It is an NGO and non-governmental in nature, attracting volunteers from the legal profession, the church and others involved in the industry. More information on them can be found here.

6. Apostleship of The Sea (AoS): AoS provides help, support and advice to seafarers at almost all of the major ports of in Great Britain and globally irrespective of their nationality. Volunteer ship visitors work in association with the local chaplains to be there for the seafarers in need. Founded in Glasgow in 1922, AoS also works in liaison with the ILO and ITF. Their contact information can be found here. 

7. International Christian Maritime Association (ICMA): The ICMA works with 28 NGOs towards the welfare of seafarers. Founded in 1969, each of the 28 organisations, represented across various churches and other communities, retain their autonomy. Such extensive association enables a massive representation across the world. Their contact information can be found here. 

8. Seafarers UK: This is a charity that provides funding to seafarers or their families in need. They work individually or give out grants to other welfare charities that tend to the needs of seafarers. Seafarers UK is also actively involved in fundraising and campaigning with regard increasing the awareness of the industry. Find out more about them here.

9. Centres For Seafarers:  Centres for Seafarers is a not for profit charity company, originally partnership of the three international Christian Mission Societies, The Apostleship of the Sea, The Sailors Society and The Mission to Seafarers. They together work to provide welfare, comfort and shelter for seafarers visiting UK ports. Find out more about them here.

10. Seafarer Support: This Organisation serves the serving and retired seafarers of the Royal Marines, Royal Navy, Merchant Navy and fishermen (UK). They are comprehensive referral service, aiding seafarers belonging to the above-mentioned cadres. Options range from advice and financial help to career development.

Special Mentions: Other Important Maritime Organizations Working for the Welfare of Seafarers:

1. Sailors’ Society:  An international charity based seafarer welfare society which was founded in 1818, based in the UK, offer support to seafarers and their families. Their details can be found here.

2. New England Seafarers Mission (NESM): Founded in the 1880s, this is an organisation under the church that looks after the needs of the seafarers transiting the area of New England (USA). Their details can be found here.

3. Maritime Piracy – Humanitarian Response Programme : MPHRP is a pan-industry alliance of ship owners, managers, manning agents, insurers and welfare associations, working together to assist seafarers and their families with the humanitarian aspects of a traumatic incident caused by a piracy attack, armed robbery or being taken hostage. Their details can be found here.

4. Marine Insight : We would take this opportunity to inform seafarers that though we might not be a full fledged charity organization, we strive hard everyday to address the most pressing problems of seafarers. Sometimes we might not be able to provide the right information or help required, but we do know who would surely be able to. Feel free to contact us anytime here.

Seafarers are generally tough individuals that normally restrict their problems to their own minds and hearts. Being in a job that demands thorough involvement automatically translates into high pressure and at times, a brewing dissatisfaction. It should be understood that it is not at all cowardly or unmanly to step forward and ask for help. If you seek assistance as a seafarers, don’t hesitate, Go ahead and contact one of these institutes immediately.

Over to you..

We have tried to mention all important institutes working for the welfare of seafarers. However if you know about any important organization that has not been added to this list, kindly let us know at info@marineinsight.com.

You may also like to read –

• Top 4 Social Networking Websites For Seafarers
• What is Death on the High Seas Act?
• What is Seaman’s Service Book?
• 10 Important Points of Useful Information For Seafarers

10 Important Organizations Seafarers Can Contact For Help appeared first on Marine Insight - The Maritime Industry Guide

Superstitions and beliefs are entwined into the very fabric of human existence. Be it any sphere of life, there is a small element of odd and uncanny belief that dictates it.

Even in an age where information flows across space (as well as outer space) without barriers, the aspect of adherence to an age-old belief goes on to show that we are tuned to be attracted to that which is mysterious.

In a field such as a merchant navy, which is perhaps almost as old as mankind itself, it is only natural that there exist myriad superstitions that are promulgated to this day.

Come to think of it, being away from civilization and an inclusive everyday society gives rise to a support system that’ll cater to the most mundane of thoughts.

It is a debatable topic as to whether the supernatural exists or not. Most will agree to the fact that there is a constant presence of a higher power, cosmic or whatever one may choose to call it. But to what extent are those ideas believable?

Let us look at some of the common seafaring superstitions that are prevalent:

1. Having a woman on board is bad luck

Despite the age-old association of sailors with women, this superstition has been central to seafaring for a very long time. Legend has it that having a woman on board meant distractions and aroused jealousy among sailors. This would deviate them from their work and hence result in getting the sea angry! (The term ‘son of a gun’ arose from here.

In the presence of a woman, when immense desire struck before reaching port, a sailor consummated that affair on the gun deck). Even in popular culture, we have read and heard of mermaids distracting vulnerable sailors into the dark corners of the ocean with their beauty and eventually devouring them. On the contrary, though, naked women are said to be a calming element for the sea; which is why old ships have naked women for figureheads.

It is indeed an irony though then that a ship is referred to as ‘she’. This superstition clearly wouldn’t make sense today, for there are a lot of women all across the community who are excellent seafarers and have navigated their respective ships with finesse and without bringing bad luck to the ship or the crew!

2. Ceremonial ship launching and naming

Ship naming is a ceremony that happens after a vessel has been built, passed the necessary sea trials and is ready to set sail. The tradition of christening a ship for good luck and safe voyages go back a long time. Historical evidence shows Babylonians celebrating the launch of a ship as early as the 3^rd millennium BC.

They are said to have been in the practice of sacrificing an ox for this purpose! The Egyptians, Greeks and the Romans called upon their respective Gods to protect their ships and crew. The Greeks believed in Poseidon and the Romans invoked the blessings of Neptune.

In the 8^th and 11^th centuries AD, the Vikings continued the tradition by spilling blood as an offering to appease the Gods. Gradually, blood gave into wine and as we see in modern-day practice, the culture of cracking open a bottle of champagne emerged. Also, the modern-day practice involves a woman christening the ship to bring good luck and prosperity to the vessel. 

3. Unlucky Friday

In the past, Friday was considered to be an unlucky day to start a seafaring venture and meant that the voyage would be ultimately unsuccessful.

Imagine applying the rule to modern-day navigation! Business would be hampered and ship owners would be aghast at the prospect of the ship being halted just because it’s a Friday!

This belief is said to have emerged from the fact that Christ was crucified on a Friday and hence a ship beginning a voyage on that very day would be a bad omen.

Working on the same lines, Sunday was considered to be an August day to begin for Christ was resurrected on a Sunday. Again, baseless conjecture that would cause a great deal of loss if they were to be applied today.

4. Whistling Up A Wind

Often, a seafarer might’ve heard that whistling on the bridge might result in a storm. It was believed that whistling on the ship resulted in ‘whistling up a storm! Also, there existed a belief that clapping on ships resulted in bringing thunder and lightning.

5. Ghost on Ship

Every seaman has also heard stories of ghosts and paranormal activities haunting ships, especially after an unfortunate event has occurred on board. Many believe that spirits of those who have lost their lives on ships remain there for a long time.

Many even make stories of their unusual experiences with ghosts and why they fear going to a particular area on the ship. In case a series of accidents or mishaps have taken place on board, it is said that the ship is cursed and the blame is put on the spirits that are haunting the ship.

Ghost stories are still popular among seafarers around the world. Though most of them are nothing more than fiction, many seafarers admit to having seen, experienced and even clicked them on board.

6. No Bananas On Board 

This might sound weird on today’s modern ships where bananas are served almost regularly for breakfast. However, during the 1700s, bananas were considered bad luck for ships as it was observed that most of the ships carrying a cargo of bananas disappeared at the sea and never made it to their destinations.

Another explanation is that bananas carried on board ships fermented quickly and released toxic gases, which would kill sailors on board. Yet another theory says that a particular species of poisonous spider used to hide in the bunches of bananas and many crewmen died from their bites, reinforcing the superstition that bananas onboard ships were a bad omen.

7. Forbidden Words

From the early days of shipping, many words have been banned from using on ships. Some words such as “goodbye” and “drowned” were prohibited to ensure the safe return of the ship and its crew. Another weird theory was that people on board were not allowed to speak the word “good luck” as it was considered to bring bad luck. In case someone said “good luck”, the only way to reverse the unfortunate was to draw blood by delivering a swift punch.

Much like a Grandmother’s eloquent warning, most of these superstitions are age-old adages that came about when science and technology were mostly obscure in nature. Navigation was an individual skill that a few good men possessed and honed over time.

However, as is with any other traditional line of speculation, some of these ideas continue to exist and are followed in a very minuscule way, mostly as just a faint reminder of a romanticised era of shipping. Popular culture has given rise to widespread interest in this aspect of seafaring and a mythical approach to seafaring; more as a fairy tale and less as a branch of core science and skill.

As a sailor, one will always know that these superstitions are mostly bogus nowadays and the merchant navy would collapse under the burden of such ridiculous logic. However, as dinner table talk, these vague beliefs are what keep the conversation funny and interesting; something that is required daily in the monotonous and tough life of a seafarer.

Some interesting posts on seafaring superstitions:

Seafaring Lore and Legend (book)

Superstitions of the Sea (book)

Seafaring Superstitions by DTmag

13 Sailors Superstitions by Boater Exam

When a loose cannon flogs a dead horse there’s the devil to pay

You may also like to read – Equator Crossing Ceremony: The Real Test Of Seafarers

7 Most Common Superstitions of Seafarers appeared first on Marine Insight - The Maritime Industry Guide

I remember going back to my cabin at 1200 hrs after completing some important deck work. As is with all cadets, sleep is the all-engulfing element that overpowers the necessity to change one’s boiler suit and go in for a shower! Obviously enough, my urge to sleep took the better of me and I dozed off for I would have to go and assist the Chief Mate in is watch in a few hours. Little did I know what was to happen!

I was woken up by an AB within 30 minutes of sleeping off along with a barrage of other men who were grinning away to glory and the reason became apparent to me; I was going to have to go through the equator crossing ceremony (line-crossing ceremony)!

It is very seldom to find an age-old tradition that is carried out with such gusto at shore. It is therefore no wonder that the shore folk are appalled and excited at the same time when the ceremony is told to them in detail. The ceremony is a long-standing tradition of initiation that commemorates a sailor’s first time crossing of the equator. It is a memory that is etched into each and every seafarer, for it is an event that ushers in a sense of belonging to one’s profession. The excitement and enthusiasm that prevails among fellow shipmates at the time of conducting the line-crossing ceremony is one that beams of a happy past experience of the same and that of passing on the baton of the art of sailing to newbies.

Behind the pomp and grandeur of the event is a lot of history. The seamen who have already crossed the equator are referred to as Shellbacks  (or, Sons Of Neptune) and those who haven’t are called Pollywogs. The Pollywogs are put through some physical tests to be initiated into the “ancient mysteries of the deep”! Mind you, no harm or hurt is involved, however the minor embarrassments must be taken in the right spirit. As with most healthy traditions, the small indignities are a symbolism for inclusion and frolic.

King Neptune is said to be the ruler of the seas and this entire shindig is orchestrated to appease the King by showing Him respect, to keep a sailor away from the perils of the sea and to bring good luck. One of the men onboard are made to dress up as King Neptune, with the Trident scepter in hand and a crown for the glorious head! Beside him is seated his wife, Queen Amphitrite and they’re both surrounded by a few more (including a Davy Jones impersonator) to replicate a royal proceeding.

The Pollywogs (also referred to as landlubbers) must be dipped in water for the initiation and passing into the realm of the seas. This part is the beginning of the ritual wherein they are stripped down to their underwear (or nothing!) and normally, dipped in the water gathered in the save-all tray! Following the dip, raw eggs are broken onto the heads of the first timers and then they are made to drink a deadly concoction of beer, chilly sauce, raw eggs etc. The reason behind this is to give the beginners a truth serum in order that they speak the absolute truth when they swear their allegiance to King Neptune and the sea! Then the heads are shaved in the most uneven manner possible (no historical reasoning for it, but personally judging, it is most likely to do with a purging process) and paint is applied at random all over the body (privates aside!).

Myriad approaches to conducting the ceremony will yield myriad accounts. However, the essence of it will remain the same. King Neptune goes to make an earnest speech and accepts the ushering of the sailor into the sea under the auspice of Her Majesty! The scepter is laid forth to mark this moment of truth. Following this aspect of the grand event, the sailors are tied together and marched forward to the anchor with the sound of a drum to coordinate movement.

Once at the anchor, the newly initiated are made to crack open a can of beer on the anchor itself at the first go. Cracking it open at once pertains to long luck and safe seas. This having completed, an entire round of the shop is taken to commemorate the event altogether. At the end of it, the Captain, Chief Engineer and the rest, as a mark of welcoming and respect, congratulate the initiates. This said, the party doesn’t end here! A feast is prepared at night for dinner with thorough fanfare. Normally, it is at dinner that the highly esteemed “Equator Crossing Certificate” is handed out to seal the ritual’s authenticity forever.

For the coming days, it is very easy to spot the sailors that have recently been through the ordeal, for their hair is either absolutely absent or styled as if rats had a feeding frenzy on them!

As appalling as it may seem to shore folk, it is a tradition that makes a man out a fresh cadet or trainee seaman. It is these little gems that bind us seafarers together in work and spirit and give us the inner strength to carry forward inspire rough seas and long periods away from home. The glimmer in the eyes of those that have already experienced it, telling you to live every moment of it, for it is never to happen again, is priceless. Much like a wedding, one experiences the joy of it just once, thus becoming a spectator for the all the others to come!

Disclaimer: The views mentioned above are of the author only. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

You may also like to read:

What is Maritime English and Why It Is Important? 

7 Most Common Superstitions of Seafarers 

What are Sea Shanties? 

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

Over to you..

Have you been through this ceremony?

Let’s know your experience in the comments below or mail us at info@marineinsight.com

Equator Crossing Ceremony: The Real Test Of Seafarers appeared first on Marine Insight - The Maritime Industry Guide

A holiday on a ship or cruise line is ideally a time you explicitly want to spend away from the madness of life that is always on a close tab through technology. You wish to leave behind you phone, fax, email and everything else that connects you to the world outside and just enjoy some quality time with yourself and your loved ones. But that’s almost like a hypothetical world because in the real world, it is hard to sever all ties with the world like that, even for a short span and leave on a trip.

There is work to be done, deadlines to be met and let’s be practical, vacation is going to end someday and you will be back to work and piles of unfinished work wouldn’t be the best welcome back. And sometimes it’s not even a holiday. Long story short, with time people realized ships were not a place that could survive without internet and access to rest of the world.

Providing internet on ships is not the same thing as on land mostly because, well, you are not on land. You are out on waters, surrounded by nothing but expanse of ocean or sea. There are no towers or cables that can make maritime internet an easy reality. But still it happened.

Satellite connections

The most common mode of providing internet on ships is through satellite. Providing a direct connection with the satellite services through some hardware installations on the ship, easy access to internet can be provided for all the on boarders. The hardware installations are a must so that internet signals can be tapped from anywhere. Installation charges for the entire ship internet can be somewhere around $600 along with additional charges for the hardware that can range from $50 to $100. The choice of hardware depends on number of factors like

–          Ship size

–          Intended internet usage

–          Speed desired

–          Cost component

A lot of companies offer a wide range of such devices which can help you find just what you need. But it is more like one time investment allowing easy internet access thereon. Even on cruise ships, there are specific zones that offer internet connections for their passengers, allowing them to access their email from any part of the world, literally. Some ships also have marked WiFi zones that offer wireless internet usage for all.

However, cruise ship internet is nothing close to connection you are used to through a DSL. Some companies claim to provide a connection of similar speeds but it’s not the same. The speed may be satisfactory but other problems like latency of connection arise in most cases. Also, cruise ship internet is not a cheap option. Charging anything from $.75 to $10 per minute for internet usage, it is advisable to use it wisely.

Wireless devices

Some people also prefer to take their own wireless devices for internet accessibility but that does not seem to work too well. Since these devices can access internet only when they are near to some ports where network is easily available. Many internet service providers offer data cards that can be connected directly to the system.

However, these also can be used only when the device is close to a port where the signal can be received.

Dial ups

Another source of providing internet on cruise ships is through the simple dial up connection of the cell phones. This is not a reliable source either as it is highly dependent on signal’s reception of the phone being used. The phone, in this case, acts as a modem to access the internet connection directly from satellite. But loss of signal can inhibit its efficiency.

While an internet ship is a necessity for most now, finding reliable connection of internet on cruise ships is not that common. Firstly, not all cruise ships offer it just as yet. And secondly, even if they do, there is still no guarantee about its reliability. So for suitable internet ship connection, a satellite device would be the best bet.

Maritime Internet options: How is Internet Provided on Ships? appeared first on Marine Insight - The Maritime Industry Guide

At times, life at sea could prove extremely challenging for individuals working on board ships, away from their loved ones. A long distance relationship with the families, limited access to social life and increased physiological and psychological pressure can often lead to health hazards or lack of interest at work. This on the whole, affects the general well-being of the seafarers which could be a driving factor leading to mental disparity between team members.

Some of the main stress escalators are considered to be lack of motivation to perform the job, repetitive work responsibilities, working with seafarers of different nationalities, excessive or insufficient duties, job shifts, etc. those which eventually result in serious health hazards.

If you are someone who has faced many or most of these above factors while onboard, then read on to know some of the psychological methods by which stress could be reduced while working at sea.

1. Eliminate the Rat Race Mentality:

This is probably one of the main aggregators for stress amongst seafarers. It often happens that, while discussing work, people talk about being in a rat race as if it’s the way of life. Seafarers, often get overwhelmed when they frequently “shuffle between companies”, or are waiting since ages to get moved up the ranks and even by discussing salaries/wages in general. It is believed to be as a fact of life with no escape from it. It is somehow easily noticeable, that individuals who are in constant rat race are very easily bothered, get intimidated, feel jealous or irritated, become submissive and are extremely unhappy with their sea careers.

To eliminate such thought processes, seafarers have to proactively search for a positive take in every experience, be it by taking a hit in their salaries/wages when the company or even when the maritime industry in general is going through a bad phase. It completely depends on our mind and how can we control it, what aspects are we focusing on and how our experiences are characterized. For example, if we constantly fall into arguments and conflicts amongst our subordinates or seniors at work it will not only affect our performance but could also prove to be mentally exhaustive. However, the same situation might turn positive if we try and learn from our mistakes and face up to the subordinates with a different view and solve the problem. Implementing a positive thought process and eliminating the rat race mentality, will certainly help seafarers in perceiving things differently and motivate to find opportunities in every situation.

2. Implementing Effective Listening as a Tool to Reduce Stress:

Effective listening is considered as one of the most important components in personal as well as professional life. However, it is also a weakness for most of us seafarers, and enhancing this skill even the slightest ways possible could certainly prove a lot more beneficial. This not only benefits our work culture in general but also is a great tool to use to build relationships and better one’s performance.

Let us take a moment and think about our own listening skills and ask ourselves if we ‘truly’ listen to our co-seafarers? Do we let someone speak their thoughts first or do we interrupt them incessantly? Do we finish sentences for others? Or are we calm and approachable in meetings? Don’t all these questions in themselves sound stressful?

There are many reasons why effective listening could prove stress reducing. Firstly, individuals who are good listeners are highly respected and admired. There is a certain feel good factor when you come across such individuals. It helps you become a better person by solving conflicts smoothly and encourages hearing before speaking strategy. It acts as a self infused solution to the pestering inconsistencies onboard.

3. Stop Procrastinating:

Being one of the most powerful attribute towards increasing stress is ‘Procrastination’. Before we learn how to avoid procrastination, let’s think about what it actually is. Do we ever delay watching TV/Internet, taking tea breaks between work timings, or even calling up home via a satellite system? Of course not! We don’t procrastinate what we enjoy doing. It therefore, becomes clear to us that there is absolutely no thrill in delaying the shipboard tasks such as when completing monthly paperwork, overhauling a machinery , carrying out PMS or finishing a related project by waiting until the deadline. It not only puts more stress on an individual but might also make them feel ‘worthless’ should they not finish it within the deadline. It becomes a constant variance of wanting to delay the work and doing it at the right time.

However, there maybe times when one finds it difficult to focus at work. Seafarers often land up in such situations. The only way out of this could be by incorporating rewards for oneself when each task is completed. It could be anything from going on a shore leave and splurging on all the good experiences one wanted to have, to being motivated by planning ahead a vacation with your loved ones after signing off the ship. It could be anything positive, as long as it gets the work done and in time.

4. Don’t let negativity of other colleagues affect you:

It is a fact, and many seafarers fail to understand the concept. A lot of times it may so happen that you would come across a bunch of negatively influenced individuals right at the beginning of your day. In general, such people do not have a hold on their moods. But what can change such situations, is how you chose to respond to it.

You may also like to read: 

5 Reasons Seafarers Matter To The World 

Telling your mind or rather training it to consider the positive things that one could think of at that moment is a blessing in disguise. Empathising with the other person and telling yourself that maybe they had a bad day today, or just letting it go saying ‘I’ll focus on my day instead of spending my energy on feeling bad about others’ actions. Whatever the reason, you don’t want to deal with it today and not let your day or critical work get affected because of it.

Unfortunately, if you ever find yourself in such a situation, take your time; think about it before instead of just reacting. If you feel a lot of pressure, find a way to vent it out. Take a 15 minute break from work and utilise this time to do the things that you like. Maybe listen to music, grab a cuppa, meditate or talk to someone close to you. It will not be easy at first but things will start falling in place once you get to see the results and lead you to complete the tenure on a positive note.

5. Avoid letting your Ego come in your way:

Let’s start with the very beginning of it all. What you basically need to know is that ‘Ego’ is part of your personality. For example, rigid beliefs claimed onboard and hoarding out as ‘I am the Captain of the Ship, I’m always correct’ or ‘I am the Bosun, do as I say’ are self contravening in every sense of the word in an industry where only teamwork means success.

Yes, you are what you think, but you are also much more than that. If someone preaches you anything new which violates what you truly believe in, then that is what will make you resist it. Regardless of how attached you are to your self right now, the fact is, you, and your notion of you is highly illusory and fictitious.

This feeling, most of the time restricts us to bring a change within ourselves, so we tend to think that if we change our beliefs then the world around us would collapse. But in reality the world wouldn’t collapse, your ego would. However, in return you might get to learn something new or adapt to something new. Learning to differentiate between your ego and your consciousness can help you immensely to alter your life. Acknowledge your ego and allow your consciousness to decide what is right. This factor of accepting change without having to struggle will keep you away from your self destructive ego.

As mentioned earlier, a number of factors simultaneously work towards increasing stress levels among seafarers. Though it is difficult to pinpoint a single reason or contributing factor, a lot of “stress inducers” can be prevented by following the basic yet easily neglected points as those mentioned in this article.

You may also like to read –

• Stress At Sea – 5 Courses To Help Beat Stress & Anxiety On Ships
• Equator Crossing Ceremony: The Real Test Of Seafarers
• 10 Occasions When Seafarers Are Happy On Board Ship

Disclaimer: The views mentioned above are of the author only. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

5 Behavioural Techniques For Seafarers to Reduce Stress at Sea appeared first on Marine Insight - The Maritime Industry Guide

The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. However, please do note that every individual sailing on board has faced different situations/conditions and the the author’s views mentioned herein is a product of such experiences. We kindly request all our readers to respect the author’s views and please so consider that neither the environment nor the people on all ships are same. 

Shipping companies commonly boast of the privilege of family carriage they give to seafarers. While some of them provide this opportunity only to the top 4 ranks (Captain/Master, Chief Engineer, Chief Officer and Second Engineer), there are others who are more liberal and extend it across levels for officers/engineers. This leaves greater prospects for wives of seafarers to accompany their husbands on ship. In practice, it may not really work out as smoothly as it sounds for circumstantial reasons in a lot of cases; those being able to make it to the sea are no less than a fortunate lot.

Life at sea is not a cakewalk; neither for the mariner nor for his wife. While the mariner gets accustomed to it over a period of time, his wife often struggles to familiarise herself in the first place to a whole new world around her. It helps if she acknowledges that the ship belongs to the realm of men despite the role reversal in today’s scenario. In such situation, she must not feel pulled down while being guided by her husband on matters relating the ship and the people on-board. After all, he has past experience and sailed with people of different mindsets and working styles. She can safely trust his judgment and instinct while dealing with the crew and carrying herself on-board.

The following best practices will cement the ground realities and further help her sail through the ‘life at sea’ with some ease:

1. Be Disciplined: Seafarers are required to be disciplined on-board. Their wives must follow suit. Meal timings are fixed on ship and seafarer’s wife should adhere to those. She must appreciate and eat what is on the menu for everyone else. There are separate mess rooms for crew and officers where meals are served. Quite often, there are designated seats for every officer. Seafarer’s wife should follow the arrangement and occupy her seat. Carrying food to the cabin should be avoided as much as possible.

2. Conduct: Seafarer’s wife, just like seafarers, must practice appropriate conduct. Her behaviour should be conducive to the professional work environment on ship.

– As a practice, a seafarer’s wife can safely address all seniors (those above her husband’s rank in the hierarchy) as “Sir” while all others by their rank or first name. (However, this depends on the type of environment on board and the person’s own will.)

– It is also advisable to maintain a low profile than being a ‘talk of the town’ kind, since attracting undue attention is definitely uncalled for.

– Engaging in frequent personal discussions with others on board may give wrong signals to fellow members on-board. Maintaining pertinent distance is important. Pleasant disposition with a friendly attitude is always appreciated.

– Seafarer’s wife must not attempt to convert the galley (ship’s kitchen) to her own kitchen. While she may be a perfect cook for her husband, the ship’s Chief Cook is vested with the responsibility of taking care of the meals for the entire crew. Cooking something specific for kids (if accompanied) is fairly acceptable. Doing it for herself or her husband is “OK” once in a while. On rare occasions, treating the entire crew with any of her hand-made specialty may be considered as a thoughtful gesture.

– Public display of affection between the seafarer and his wife is a complete NO. Also, she must not tag along with her husband on the entire ship while he is working. Seafarers work in teams and people do not like being ordered, instructed, or for that matter chided in public. Those at the receiving end may not appreciate seafarer’s wife’s presence in such scenarios. She must try to distance herself physically from work-related discussions as much as possible.

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– Barbeque or indoor parties are often organised on ships for seafarers, as a good way to unwind and have fun. Seafarer’s wife can attend and enjoy these events. She can also engage herself in managing games during these get-togethers or otherwise, for the entertainment of everyone provided the Master encourages or is supportive of such ideas. The men on ship generally want to dance and let loose in parties. Presence of family members often inhibits them to enjoy in their own ways. It may be good for the seafarer’s wife to make her exit within a couple of hours. A word of caution here is to still be conscious of her conduct at all times. In case alcohol is being served, she may give it a pass.

– A seafarer’s wife will frequently get accompanied by other officers while having meals in the mess-room. All table manners and courtesies hold well on such occasions and should be observed by the seafarer’s wife. Using fork and knife to eat, waiting for others to finish on your table, or excusing yourself to take leave are few such commonly seen mannerism people follow on-board.

3. Dress Suitably: One is often judged by the clothes he/she wears. Dressing appropriately is extremely important on ship. Body hugging and revealing attires should not be worn to attract unwarranted attention. Simple jeans with comfort fit T-shirts or leggings with decent neckline and comfort fit dresses works best while sailing. Seafarer’s wife will find floaters, sneakers or sports shoes more comfortable for a safe movement on the ship’s surface keeping in view the intermittent rolling.

4. Safety Measures: A seafarer’s wife must hold the importance of safety and security in high regards while on the vessel. She must comply with the safety instructions at various work areas and respect the restraint expected of her on-board. She is also required to regularly attend the drills conducted on board and make efforts to familiarise herself with basic safety measures for her own good.

5. Be Responsible: The seafarer’s wife must act responsibly at all times. Ships are equipped with various facilities, equipment and services for the usage and recreation of all the seafarers on-board. Steam room, sauna room, gym, indoor games and internet/wi-fi facility etc. may be there to name a few. Seafarer’s wife is free to use all the facilities available to her, but responsibly.

Wastage, excessive or unnecessary usage of food, water and electricity resources should be avoided by her as a responsible passenger on board.

Ships often roll and hurl in rough seas or bad weather due to which most of the things are fixated and lashed to keep them safe. It is her duty to keep her cabin and stuff therewith properly secured for avoiding any damage or injury.

6. Be Empathetic: It is thoughtful to be empathetic towards all the sailors on-board. They work hard to maintain, manage and navigate the vessel in tough work conditions. They get limited pre-defined rest hours. A small gesture like closing doors softly or playing music/TV at optimum sound levels is good to practice. Ships with common internet/wi-fi facility often have restrictions and shared usage guidelines so that everyone can get to use it within the defined space limit available. It is expected from everyone to adhere to those.

7. Be Patient and Positive: Life at sea often gets dreary and monotonous for the seafarer’s wife. Unforeseen circumstances, port operations and day-to-day deck/engine work often detain mariners for long hours of work at a stretch. Seafarer’s wife will need to be patient and open to acclimatise to such situations as and when they arise. Uncertainty around shore-leaves and sign on/off for varied reasons tends to disturb those on-board. Maintaining realistic and reasonable expectations from her husband keeping in mind that the ship is his workplace becomes important in such scenarios.

Self-motivation and a positive outlook are vital for both seafarers and mariners’ wives on board ships in order to have a memorable stay. Keeping herself engaged in constructive or recreational activities will help her combat any negative thoughts and monotony.

She can truly find bliss in her life in the form of: companionship of her husband, ample time to retrospect and read, an adventurous life, travelling across the globe, beautiful and most pure surrounding (those jaw-dropping picturesque sunrise/sunsets, rainbow, dolphins and what not!) It’s exquisite all around.

Every seafarer’s wife’s experience will be distinct in its own way and mutually exclusive every time she puts out to sail. Her experience often varies depending upon the rank of her husband, different set of/individuals she meets on-board, the voyage that the vessel follows and frequency of ports and shore-leaves thereof, etc.

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As we elucidate the tenets a seafarer’s wife should live by while at sea, the role of her husband too assumes paramount importance when they sail together. While she puts in her heart and soul to accustom to the sea life, it becomes her husband’s responsibility to appreciate and acknowledge her efforts and be empathetic towards her concerns and feelings. He should take that extra mile to make his wife comfortable and accepted in a world entirely unknown to her. Invariable communication and enormous trust apart from love, care and understanding between the two helps a long way. Just lending a listening ear also works wonders a lot of times.

More than often, seafarers’ wives have had their once in a lifetime kind of experience while sailing and enjoyed it immensely. There are many who would second this thought. Travelling, trying various cuisines, meeting people of different nationalities, learning about different cultures have often lent a complete new perspective to look at the world around them.

Here’s wishing ‘Bon Voyage’ to all the ladies out there who are setting out to sail soon!!!

Over to you all. Feel free to pour in suggestions I might have missed or you do not agree with.

You may also like to read – A Mariner’s Wife Describes Ways to Break Monotony On Board Ships

Disclaimer: The views mentioned above are of the author only. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

7 Important Points A Seafarer’s Wife Must Consider When On Board Ship appeared first on Marine Insight - The Maritime Industry Guide

The Panama Canal is a modern engineering marvel – a completely man made entity, evident of our ability to continuously push the boundaries of nature for lowering cost and convenience. It was my pleasure to witness how two oceans, initially separated by a distance of 77 kilometres and 26 meters are linked together in order to reduce the navigable distance by 12,600 kilometres and an estimated average time by 4 weeks around Cape Horn, the southern tip of South America.

Personally I came out of a long lay-off period, as this was my first sailing as a Fourth Engineer, having passed the MEO Class 4 exams three months ago. The practical application of engineering principles and an opportunity to work on some of the largest diesel engines in the world has always excited me; while the opportunities to travel foreign lands come as a heartening bonus.

I was sailing on Maersk Bulan, a 2008-built, 3078 TEU container carrier. I had sailed on two previous ships as a cadet so I had quite a lot of experience of engine room manoeuvring operations. However, it was my first time that I was a part of a canal transit and I was quite thrilled as I was also the watch-keeping engineer on duty. I had the Chief Engineer for company in case I was unsure of a course of action in an emergency.

The canal passage lasts for an estimated 10 hours in fair weather conditions. We were sailing steadily through the Caribbean Sea, at around 17 knots. The Caribbean Sea, being confined waters; we experienced rolling of the ship of less than 5 degrees. The Exhaust Gas Boiler in operation along with two generators to cater for the electrical load of the ship and the refrigerated containers. At the One-Hour Notice, the customary notice given to the engine crew by the Deck Officers prior to the commencement of any manoeuvring operations, we started the Auxiliary Boiler. In normal circumstances, the Auxiliary Boiler is functioning in Automatic Operation – it automatically adjusts steam pressure in response to the steam consumption.

Before the ship sails into any shallow or confined waters, the engineer on duty opens the valve of the High Sea Chest and closes that of the Low Sea Chest. The High Sea Chest is located at a height of 1.8 m above the Low Sea Chest on my vessel. The Low Sea Chest is generally used while the ship is in open sea and sailing with a moderate or deep draft. Using the High Sea Chest in open can cause the Main Sea Water pressure to drop as lesser water might enter the suction line of the pipe owing to rolling. The Low Sea chest is not used for shallow or confined waters to prevent the sucking up of mud/plastic etc.

Another important operation just after a One-Hour notice is the stopping of freshwater generator. Coastal waters are not used for freshwater production due to pollutants from shore based industry contaminating the sea water. The FWG plant consists of two pumps – the distillate pump, which pumps freshwater produced to the respective tanks and the ejector pumps, a more powerful taking suction from the main sea water line. It produces the vacuum – in conjunction with an eductor- and also supplies the feed seawater. I stopped the distillate pump first. I opened the bypass valve for the hot water (jacket cooling water for main engine) and shut the inlet and outlet valves. I kept the ejector pump running until the shell temperature is the same as the sea water temperature (about 10 – 15 minutes) and stopped the pump. Lastly I opened the vacuum breaker vacuum, relieving the shell of negative pressure.

While adjusting the bypass valve it is particularly important to keep an eye on the Main Engine Jacket Cooling Water temperature which may shoot up if the by-pass valve is quickly closed. In the fresh-water generator the hot water is supplied, and while interaction/heating up the cool sea water, it itself gets cooled. As this is a closed loop system, opening a half-closed bypass, removes the “cooling source” increasing hot water temperature. Increasing the water supply to the LT coolers from the line, adjusted by slightly opening the LT valve, (also called mixing valve) provides the cooling, maintaining the jacket temperature around 80 degrees.

The vessel is assisted by tugs to get in line with the approach channel to the locks. It also required the bow-thruster for this critical positioning. I was aware that the use of the bow-thruster considerably increases the electrical demand as it requires the use powerful electrical motor to turn the controllable-pitch impeller. After consulting with the Chief Engineer I started another electrical generator making sure that we had sufficient available power.

Once in the approach channel of the lock gates – the Gatun locks on the Atlantic side of the canal, the ship is moved forward (or backwards) by the help of two electrical locomotives along each side of the canal. These are called “mules”. Each mule is equipped with a winch which plays in/out from either side aiding in the lateral positioning of the ship. The main engine is not running during this operation.

As the watch-keeping engineer, I keep a close watch on the jacket temperature of the main engine, adjusting the LT valve and steam to the pre-heater in response to the temperature variation of the jacket water, which would occur due to the load of the main engine. At this stage, I would crack open the steam to the pre-heater and adjust the bypass valve to the steam heater, such that half of the water is circulated through the heater. The temperature is maintained at 80 degrees and I can rest easy. There is pneumatic controller which automatically seeks to adjust this temperature, however during manoeuvring operations the temperature variations are too frequent requiring intervention of the engineer to keep the critical jacket temperature within limits.

I also closely monitor the parameters of the running generators and boiler steam pressure. Certain moves, like increasing the steam to the jacket- water can lower the steam pressure, as more steam is consumed and returned to the cascade tank as condensate. A boiler on automatic-operation would adjust itself to these changes but on older ships where boiler is unable to operate on automatic, due to failure of control systems, the boiler load is manually adjusted in response to rising or falling steam pressures.

The Gatun Locks – a set of four locks forming three chambers raise the south-bound ship up by 26.5 m. The ships pass through three successive chambers being raised by the rising water level in the chambers. Once the ship has been elevated, the rolling lock gates swing open allowing the passage of the ship.

Once out of the locks, the ship enters the picturesque Gatun Lake. It is an artificial lake formed by damming the Chagres River, (Rio Chagres) and has dense rainforests on all sides.

The ship proceeds steadily on its engines through the Gatun Lake and later the Madden Lake. Not much required of an engineer to do at this stage but keep a close eye on the parameters, adjusting the jacket temperature of the main engine when necessary. We were fortunate that there were no rains on that day and it was bright and sunny outside. Panama is subject to high levels of rainfall particularly torrential rain resulting in foggy conditions and reduced visibility. In such cases canal operations are ceased and ships lie in anchorage at Gatun Lake for several hours. I was also fortunate to capture these stunning visuals!

At about an hour into the Gatun Lake transit, I got an alarm for low exhaust gas temperature on one unit of the generator. As it was just one unit I figured it may be due to a sticking fuel rack or faulty injector or fuel pump. I checked the local temperature gauges to ensure that it was not a sensor failure. I tried to slowly jerk forward and backward on the fuel rack to the unit of the generator. I also checked the connecting linkages to the governor. This fixed the low exhaust gas deviation alarm and the generator was functioning normally again.

The Gailard Cut (or the Culebra Cut) is a particularly tricky area of the canal with respect to navigation as it is extremely narrow with sharp turns. This keeps the engineer busy as the frequent starting and stopping of engines, (besides causing jacket water temperature fluctuations) also leads to frequent running and stopping of the air compressors. A well maintained air compressor will seldom give problems, nevertheless cooling water flow and parameters need to be closely monitored. The most efficient compressors are set as “master” whereas the lesser ones are set as “follower”. The master air compressor is the priority compressor which runs first due to falling air bottle pressure. Further drop in pressure causes the follower air compressor to kick in after.

While in the Gailard Cut I got an alarm for high temperature of the air from the “master” air compressor. From my days of grappling with surveyors in MMD for my CoC, I recounted that I should check the cooling water flow, outlet temperature at the intercooler, and whether the discharge and suction valves of the compressor are in order. Upon checking I found that the cooling water flow was being supplied to the compressor, though the intercooler outlet temperature and the suction pressure at the second stage was higher than usual. This was evident of a problem with the intercooler. As this was a critical time, I switched over the other air compressor as the “master”, making a mental note to check and clean the intercooler on the next working day.

The Miraflores locks –a set of three lock gates (two chambers) lie at the end of the Culebra cut shortly before the Pacific entrance. The ship is lowered by 16.5 meters by falling water level in the chamber. It takes about 10 minutes for this operation. The gates at the Miraflores are taller than those at other places owing to the large tidal range. The ship is further lowered by another 9.5 meters at the Pedro Miguel locks (two locks gates, one chamber) by the same mechanism.

The iconic Bridge of Americas lies at the exit of the Pacific locks. The tied arch bridge connects the city of Colon and Panama City; it however restricts the air draft of the canal passage, due to which the world’s largest cruise ships, the Oasis of the Seas and the Allure of the Seas are unable to transit the canal.

Late into the night, the bridge informed that the vessel was full away in the open sea. We were slow steaming, going at 11 knots, heading to the next port of call, Buenaventura, Colombia. I stopped the additional generator, recorded the fuel oil parameters, made a few log book entries and took a round of the engine room. This concluded my first ever Panama Canal passage.

I gathered these additional interesting facts about the canal about its recent expansion, safety features and a record of safety related occurring in recent times:

Expansion:

The expanded Panama Canal was made available for service on 26^th June 2016, and has so far handled 53 vessels which include 28 container ships and 22 LNG carriers. The project added another lane in addition to the existing lane – which doubled the capacity of the canal, while also widening and deepening the existing navigational channels and increasing the sizes of chambers with the addition of new lock gates.

Panamax vessels – the largest vessels which could cross the canal, were 294 m in length, 32.3 m beam with a maximum draft of 12.2 m. A typical container ship would be about 4,400 TEU in capacity. The New Panamax vessel – the largest vessels that can cross the expanded canal, may have the maximum permissible dimensions of 306m in length, a 49 beam with a maximum draft of 15.2m. A typical New Panamax container vessel would be about 12,300 TEU in capacity.

Safety features:

• Leaves of the lock gates are hollow and buoyant. They are well balanced such that one leaf of the gate can be operated by two 19 KW motors. If one motor fails, the other can still operate the leaf of the gate at a reduced speed.
• The gate close to a “V” shape with the point upstream. This arrangement has the effect that the force of water from the higher side pushes the ends of the gates together firmly. The gates can be opened only when, in the operating cycle, the water level on both sides is equal.
• In order to prevent flooding due to a runaway ship hitting the gate, redundant gates are fitted at both ends of the upper chamber in each set of locks. These gates are 21 m away from the operating gates.

Accidents

Despite the safety measures the canal has had 38 accidents since 2002. (source: Allianz). The odds of an accident occurring in the Panama Canal are around 1 every 4,000 ships which is far better than the Suez Canal’s 1 in every 1,100 ships. The total number of maritime accidents in the Panama Canal has decreased significantly with better aids to navigation and technological improvements, but the potential risks have increased with the creation of the new lane for larger ship transits.

The Cosco Shipping Panama, the first ship to transit the new expanded canal, made contact with the fenders. The Lycaste Peace, which was the first LPG tanker to pass through the new section of the canal, ripped off a fender during a collision late last month, and reported minor damage to the railing of the ship. Another Chinese container ship hit a wall on the new lane and thus was reported the third incident since the inauguration of expanded panama canal last month. These incidents have raised concerns over the design of the lock gates, especially with the International Transport Workers’ Federation.

Ports on either side:

The port of Manzanillo lies at the northern – Atlantic side of the canal while the port of Balboa lies at the southern – Pacific side of the canal. The port of Manzanillo is a transhipment terminal for cargo destined to cities in Panama and others in Central American countries while Balboa caters to transhipment to South American countries. The ports are well linked by rail and road connectivity and also to other Panamian ports of Cristobal and Colon. Balboa is the busiest accounting for 3.02 million TEUs while Manzanillo handles 2.03 million TEUs.

Conclusion

The Panama Canal continues to be one of the most significant trade routes. The canal continues to be of immense importance to the economy of Panama. It earns an approximate a quarter of a million dollars for each transit while providing employment to a large section of the local population. The canal and its expansion have also proven to be critical for the United States. With continued oil production and lifting of the export ban on shale, LNG carriers have started transiting the canal with supplies for countries in the Far East, making them more competitive against other oil exporting countries. It will be interesting to witness the effects of its expansion on the shipping industry and its broader implications in world trade.

Want you share your sailing experiences? Write to us at – info@marineinsight.com

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Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight

My First Journey Through The Panama Canal – 4th Engineer Describes His Experience appeared first on Marine Insight - The Maritime Industry Guide