10 Ship Terms And Definitions Even Smart People Misuse

Ship terms related to the nautical industry are often misunderstood not only by the people outside of the industry but also from 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 are still not fully understood by even the smartest people.

Let’s take a 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 and  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 from 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 ingress of water from outside to inside. This generally includes a small head of water. Their main use is to prevent 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 there be a draught of water acting on them.

Weathertight Doors

Weathertight Doors

Watertight doors on the other hand are designed to prevent water ingress from both sides, thereby ensuring that 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 on the status (open / close) of watertight doors is required by regulations.

Watertight Doors. (Image Credits: www.gard.no)

Hydraulic Watertight Door closing arrangement

2. Gross Tonnage and Net Tonnage

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

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

• 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 prior to the IMO Convention – International Convention on Tonnage Measurement of Ships (1969). Both are now obsolete terms. They were replaced by GT and NT in 1994 in line with the convention.

3. Gulf and Bay

The worlds’ waterbodies are divided into Oceans, Seas, Gulfs, Bays, Rivers, Estuaries, Lakes, Straits, Canals etc. Most of these are self-explanatory. However, where most people fail to understand the difference is between Gulf and Bay as well as between 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 completely enclosed by land.

Eg. Persian Gulf, Gulf of Mexico, Gulf of Finland

Gulf (Image Credits: www.wikipedia.com)

Bay is similar to a Gulf but is generally smaller in size and with a wider entrance. However, there are exceptions to this definition. Eg. 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.

Eg: Bay of Biscay, Bay of Bengal.

Bays (Image credits: www.wikipedia.com)

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.

Eg. Singapore Straits, Sunda Straits, Lombok straits, Straits of Hormuz, Bosporus Straits, Straits of Gibraltar.

Strait

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

Eg. English Channel, Mozambique Channel,

Channels

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

Eg. Suez Canal, Panama Canal, Kiel Canal.

Canal

5. Density and Specific Gravity

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

Hydrometer being used to check the density of Sea Water

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.

Eg. 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 and hence it is more often referred to as a ration.

Eg. 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 And Dolphins 

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

Birds Eye View of a typical Mooring Arrangement on Oil Tankers

Fairleads: are welded directly on to 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 a mooring lines lead between the chock and the winch. Universal Fairleads were widely used ships earlier in lieu of chocks.

Pedestal Fairleads assist in guiding mooring lines for an appropriate lead.

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

Chocks on Oil Tankers

Bollards: are generally referred to 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 manifold areas called cruciform bollards which are used for securing / supporting flexible hoses for cargo operations.

Cruciform Bollards on Tankers in the Manifold area

Tankers Cruciform Bollards in the Manifold area

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.

Mooring Bits on Oil Tankers – For securing Tug Lines, Fire Wires, and Mooring ropes / wires from other vessels during STS operations.

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

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 member). 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.

A Simple Derrick

The most popular derrick on ships is the Union Purchase Rig which uses two derricks enabling the operators to accomplish the loading and discharging of 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 in angles which can cause damage to structures. Limit switches are also provided to prevent the runner wire from reaching the end of the drum.

Cranes Used on Oil Tankers

8. Swinging Circle And Turning Circle

Swinging and Turning Circles – ship terms related to vessel navigation, are often confused with each other.

Swinging Circle is a ship term used when the vessel is at anchor. This is the theoretical radius in which the vessel is expected to swing when at anchor. The radius of the swinging circle is generally calculated as (Number of Shackles x 27.5 mtrs + Length of the Ship in mtrs). After anchoring, the officer of watch (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. As is evident, 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 circle each time and for different conditions.

9. Gangway And Accommodation Ladders

These are still two of the most often interchanged ship terms in use 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 is 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 mtrs in length. Gangways must only be rigged on railings that are reinforced for this purpose.

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 mtrs in length.

10. Annex, Code, Convention And Protocol

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

Convention is a formal treaty between signatory states to comply with various aspects that are governed by the agreement which forms the basis of the treaty. Conventions have to be first adopted by IMO before they can be ratified by member states.

Eg. 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 by means of a protocol.

Eg. 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 lack of ratifications.

Code: A Code is part of a Convention and contains various technical details of important 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.

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

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

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

A Guide To Merchant Navy Uniform

The merchant navy uniform is a matter of great pride and respect for those working at sea. It takes years of hard work, discipline and dedication for a maritime professional to become worthy of wearing the prestigious merchant marine uniform.

These smart uniforms are also a matter of great fascination not just for those in the industry but also for those who have no clue what maritime professionals do or the industry is all about. For some, the uniform is not just two pieces of clothes, but an experience, an achievement, and an attachment to an industry which has made them what they are today.

It’s true to say that many youngsters dream of themselves in naval uniforms. However, one needs to work hard to earn that privilege.

History of Merchant Navy Uniform

The history of Merchant Navy uniform goes back to a recent past as the history of the title ‘Merchant Navy’. It is said that it was first granted by King George V on the British merchant shipping fleets in a bid to honour their service in the First World War.

Similarly, the idea of a particular uniform for the seafarers working on merchant vessels was introduced in the twentieth century, especially after the first world war. The naval forces, like other military forces, across the world, had already introduced uniforms a long time ago. The offices and other crew members abroad a merchant’s vessel were allowed to choose their clothes according to their choices. Historians suggest that the work clothes of seafarers in the commercial vessels were not greatly different from those worn by peasants and other working class people.

The uniforms became part of the culture of merchant navy after the passenger ships introduced systems of stripes and badges to identify its crew members from travellers. The system also helped to identify officers from other crewmembers such as seamen or ratings. The successful implementation of this system abroad the passenger ships attracted the attention of merchant ship owners in Britain and other major countries in Europe. According to historical documents, there was no official uniform for merchant navy until 1918 when the British Board of Trade introduced it for the first time. According to the Royal Museums Greenwich, most of the merchant uniforms in the museum collection date from the 20th century, including the standard uniform introduced in 1918.

Apart from helping to identify the ranks of seafarers, the uniforms also talked about the responsibilities of a crew member and brought more discipline into their job. The shining epaulettes on the shoulders reflected the responsibilities performed at different times and other achievements of a seafarer.

Though the culture of uniform abroad the commercial vessels continued until 1970’s, the later years witnessed people moving away from such formal characteristics, especially in the case of merchant vessels. While the crew working abroad passenger vessels continued to be dressed up in their uniforms, the other commercial vessels focussed more on operational capabilities making other sophisticated cments optional.

At the same time, Merchant Navy cap badges were also issued in Britain. In terms of Insignia, the uniforms with full golden stripes are meant for deck officers, while engineer officers will have golden stripes with purple colour in between on their uniforms. The gold stripes with green colour and red colour are being used on the uniforms of electrical officers and medical officers, respectively. The electrical officer wears the same stripe as that of a 3rd engineer or 2nd officer. The crew working as the chief steward or in the hospitality department will have golden stripes with white colour. The uniform with wavy stripes and a diamond in between are for radio officers abroad the vessels. At the same time, the merchant navy uniforms that features stripes with diamond can only be used by Officers having the certificate of competency (COC). However, the features on the merchant navy dress display slight differences from country to country.

Similarly, the colours used between the stripes on the uniform also act as an element to differentiate the crew members according to their occupational hierarchy on board the vessel. Known as Merchant Navy Insignia, these designs were first issued for the merchant navy in the 1940s by Admiralty, Britain.

Currently, seafarers abroad commercial vessels, especially while working in the engine room or on deck,  use boiler suits as a more usual uniform, while mariners working as bridge watchkeepers and masters prefer a simple white pilot shirt and black trousers.

What a maritime professional wears on board ships also depend on the type of the vessel and the nature of work he/she performs. For e.g. as mentioned earlier a mariner working on deck or engine room will wear boiler suits along with high visibility vest or safety accessories such as gloves, helmet, safety shoes etc. Officer uniform on a cruise ship might differ a bit as compared to those worn on merchant vessels.

Like any other uniforms being used across different workplaces, the merchant navy uniforms also carries specifications that explained the person who wears it. It helps to create a professional identity and demonstrated occupational hierarchies among the crew members. While the elements of a merchant navy’s uniform resembled many of the features of a naval uniform, they all often carried different meanings along with.  Though modern days’ seafarers use more trendy uniforms, some features of the older versions of the merchant navy uniform remained similar all these years.

Deck Department Uniform

Deck crew (and officers) usually wear a white shirt and black trousers with epaulettes according to their rank when on ship’s bridge, accommodation, or mess area. The uniform is accompanied with black formal shoes and a pullover or sweatshirt during cold condition. The cap (P-cap) is a black hood with a white top having an anchor symbol.

While working on deck or during cargo operations, they can be usually seen wearing a boiler suit along with other personal protective equipment. Ratings from the deck department also wear the same boiler suit and safety shoes.

Deck officer wearing boiler suits. Image for representation purpose only

Engine Department Uniform

As engine department crew has to spend most of the time in the engine room, they are therefore always in boiler suits, except when they are in the officer’s mess or on the bridge. (Though during lunch hours, they can be allowed to have food in boiler suit because of time constraint.)

The formal uniform of engineer officers is same as that of deck officers, however, the epaulettes change according to the rank (Engineer officer epaulettes also have purple colour in between stripes. They also have a symbol of propeller whereas those of deck officers have an anchor.) The P-Cap is same as that of the deck department.

The engine room ratings also mainly wear boiler suit and safety overall.

Ship engine room crew with boiler suit. Image for representation purpose only.

Ratings Uniform

As mentioned earlier, ratings belonging to both engine and deck departments usually wear boiler suit during work. The cook and ordinary seaman will mainly wear a white shirt, black trousers and formal black shoes (or safety shoes).

What Is Marine Engineering?

About a century ago no one would have heard about a marine engineer, but today it is a profession which is as established as any other famous ones. Over the last 100 years, engineering as a field of study has developed and diversified far beyond what could have been imagined prior to this period. Not only this, it has also branched out into various specialised fields that have achieved great progress. Most of these new fields are aligned to any of the basic engineering branches like mechanical, electrical, civil, electronics, computers etc and have something or the other incorporated from them. One such branch is called marine engineering. 

Marine engineering is the branch of study that deals with the design, development, production and maintenance of the equipments used at sea and on board sea vessels like boats, ships etc. As a matter of fact, it is quite a vast field and it also has many sister arenas like naval architecture and nautical science.

A marine engineer is a professional who is responsible for the operation, maintenance and repair of all major mechanical and engineered equipments on board a ship. There are many mechanical systems that help in the operations of any vessel like the propulsion mechanics, electricity and power generation system, lubrication, fuel systems, water distillation, lighting and air conditioning system etc. These are all included in the technical responsibilities of a marine engineer.

A variety of marine programs, conducted by engineers also fall under this area of study, like an underwater vehicle research, cable laying work, renewable energy production in marine areas etc. In the latter half of the 19th century, marine engines for propulsion arrived and revolutionised the sea traveling vessels. It was about this time that the marine engineer began to stamp his importance over the scheme of work and transformed from a ‘stoker’ to an engineer.

In recent years, there have been many new introductions to the marine technologies that have further enhanced the machines and the services like the fuel cells and magneto hydrodynamics etc. Further research and development is also in progress and newer details emerge every now and then. It would thus be safe to state that marine engineering is a very dynamic field.

A marine engineer can opt for different types of vessels, depending upon his/her background training and expertise, which can be categorised to :

1. Foreign going dry vessels
2. Foreign going tanker vessels (oil, gas , chemical etc)
3. Coastal trading dry and tanker ships
4. Passenger vessels
5. Dynamic position vessels
6. Offshore platforms and ships
7. Port assisting boats and ship (Tugs, barges etc)

In recent times, this field of study has caught on the imagination of many around the world. The interest shown by students of various countries and the response at the concerned departments in the universities bears testimony to this. The increase in the employment opportunities in this field has added to the lure of a job as a marine engineer. Both merchant navy and armed navy have immense opportunities for the students of this field. In addition to this, various manufacturing industries and units that produce shipping equipments and machines also hire these professionals to work in their production houses.

In some countries, a marine engineer can switch over to armed navy (after giving physical and medical fitness exams) as the technical qualification requirement are already achieved by a sea going engineer.

Also, budding field jobs as trainers and teachers at various institutions are available and suitable candidates are very much in demand. Judging by the developments and the interest it would not be wrong to assume that this field of study would continue to leave an indelible mark on the world.

Career Path after Marine Engineering

The above graph is a brief overview of hierarchy and job opportunities for Marine engineering candidates. The Shore Job entirely depends on the capability/ experience of the candidate and requirement of the shore company. After marine engineering, a candidate has to do various advance courses and management studies to opt for shore job even having sailed as a chief engineer.

7 Ways to Make the Best of Your Shore Leave

Sailors do have their own perks while working at sea, and one of them is that they can visit new countries and ports during their shore leave. It is also one of the best ways to break the monotony on board ships. 

Travelling during sailing, or shore leave as we call it, is a great stress reliever and also a sailors’ prerogative. Although, now-a-days, there is limited time for shore leave as the port turnarounds are much quicker, travelling ashore to an unknown place can be a bit worrisome, especially, to places where you can’t speak the local language or it has restricted areas not suitable for outsiders.

Photograph by Captain Manish Nayyar

As the barrier of communication takes a toll on the sailor and his or hers shore leave, un-fathomed spots of the city can be equally troubling. Besides, there are good chances of getting lost ashore, as there is a possibility of little or no help at places “where eagles dare”. Such cases are then difficult to handle if all by oneself.

So what should the mariners do to have a great time ashore and not get stuck to the chores of the cities? How should he plan the shore leave? Although there is no specific answer to this as ‘experience’ can and possibly is, a great teacher, mentioned herein are few important tips to make the best of your shore leave time.

Study the City / Town

Ports and cities have their own calendar for events and happenings. Check local websites or ask the locals if you can’t access the net. These are great places to start for researching places of interest, great food joints or local general information. Ask the ship’s local agents for town’s around and about information during your shore leave.

Share notes

Another smart way to deal with a shore leave is by sharing notes with fellow seafarers/shipmates who have had the shore leave experience. They can be great guides especially with tricky places which have spots ‘to be avoided’, or places which are ‘happening’ and totally safe.

Plan your leave

A very important aspect of going ashore is that it has to be well scheduled according to the duty rosters or watch-keeping routine. Seafarers have the tendency to go that extra mile while ashore. It is not advisable to risk your career or make professional mistakes, by acting zombie or over-scheduling time off the ship. Plan the shore leave well and in advance, especially if you need to adjust with other watch-keepers on board.

Carry proper documents

Carrying proper identification documents such as shore leave passes, seamen book or copies of the same is always advisable as it can save time and effort in cases of mistrust of the identity. Carrying adequate money on person is ok, but many places do not accept foreign currencies.

Exchanging foreign or internationally accepted currencies for local ones makes more sense. Travelling with an international credit / debit card during a shore leave can prove handy, but be careful of hefty exchange rates with some cards.

Contact Information

Getting useful contact numbers and information prior to leaving the ship can help find ‘the way back’. There are places with names that are simply tongue twisting. So it is always a good idea to have the name written on a piece of paper or noted down in your phone if in case it is required. Also, note down important numbers such as of the ships’ agent, the boat/ship’s INMARSAT number or any other contact number available, the terminal gate-keeper’s number and so on.

Be polite and friendly

There are instances where the locals see the sailors as intruders / outsiders and shy away from talking to them. If you are one of those who give negative vibes as given by some with a brash nature, then you are in for some tough times ahead. These can be changed with a little correction of the attitudes. Be polite and friendly, when say, asking for directions. Sailors are not aliens and hence won’t be treated as one as long as they don’t act like one. Experts say being friendly to locals can go a long way for you to have a fun time during shore leave.

Remove the language barrier

When you need to communicate and you are stuck at the bus station, waiting for the right bus which goes past the harbor  plain English won’t help, especially, if you are in a place which has limited English speakers. If the words fail you, use the technology or maybe simply elementary drawing. During shore leave, carrying around photographs on your mobile phone, printed pictures or doing some drawings can be of great help to easily ask for whatever is wanted. Try a few mobile apps for translations which can be really handy in crunch situations.

These are some of the most important ways to make the best of your shore leave.

How do you plan your shore leave to make sure you have the best time possible?

5 Reasons Seafarers Matter To The World

25th June has been christened as the ‘Day of the Seafarer’. While the world sits back to enjoy their Sunday, the sea trade carries on – no holidays, no rest! While it is a rather common job pursued by quite a few nowadays, the world is yet to acknowledge the extent to which each and every seafarer is entwined within their regular lives.

This year, the IMO has themed the day as ‘Seafarers Matter’ and for good reason that one might be able to grasp better as this article progresses. Established in 2010 by a Diplomatic Conference in Manila, the Seafarer’s Day aims to recognise the contribution of seafarers to the economy, trade and regular civil life. While the day is marked by social events, free Wi-Fi at ports (much needed; maybe should be an everyday thing), and open days at seafarer centres across the world, it is way more important for any person to actually understand as to why seafarers matter.

Let’s take a look at the top 5 reasons seafarers matter to the world.

1. The World Trade and Globalisation Depend on Seafarers

Shipping is an industry that contributes over 90% to the world economy. There are about 51400 merchant ships plying all over the world, transferring goods between places, keeping the economy running. Whether it is oil from the Gulf or wheat from the Cargill Grain Dock in Houston or iPhones in containers being delivered from one part of the world to another – everything is running round the clock, with precision and diligence.

Who are the people responsible for this non-stop action? While the shipbrokers and the charterers and the owners take care of the financial aspects backing the viability of the trade, the seafarers are the ones executing it in the real life aspect. The trade is only so good when the product is delivered safe and on time to the receiver, and seafarers ensure that Sundays notwithstanding! Seafarers do not understand the concept, rather cannot be allowed to understand the concept of Sundays – someone somewhere is in need of a product that must be delivered clean and on time. Nations are fuelled by gas (gallons of crude oil carried by VLOC’s and VLCC’s) and to make it clearer, the shortage of oil supply because of a stalled ship can cause chaos. This involves years of rigorous training in mastering the aspects of navigation, cargo work and ship operations and the everyday precise application of it.

The figure of 90% isn’t an arbitrary figure but rather a ‘precise estimation’ and rightfully so. Shipping still happens to be the cheapest mode of transport. Some might ignorantly argue about airplanes, trains etc. being equally important.

Yes, they are important but have you ever seen an airplane carry a few more airplanes in it?

Credits: hansaheavylift.de

The containers or the vast amounts of content carried by rail is also the result of a ship having gotten it in the first place. The sheer volume that can be carried onboard negates any competition whatsoever when it comes to the economical aspect of trade and transport.

Image Credits: Maersk – Twitter

Seafarers, with their theoretical knowledge of it all combined with their gradual increase in experience, make it all happen.

2. Daily Lives Of People Depends On Seafarers

The food you eat, the clothes you wear, the oil that fuels your automobile- EVERYTHING has been transferred via ships. In fact, most of the products in your vicinity now have probably been on a ship at some point! One never stops to think about what must be going behind this extent of ‘globalization’ wherein your phone is Chinese, your shoes are Italian and your laptop is run by a Korean processor while one sits and uses these every day without a hitch. In business there is little to no room for error- everyone will agree that if a faulty Rolls Royce is delivered to them, or if their food seems contaminated- they would not be too happy as consumers!

Image for Representation Purpose Only; Credits: nykroro.com

The errors are the exception, the rule is that seafarers always deliver these products in their prime quality and on time and in the process save everybody a great deal of money. If not for a seafarer worth his salt, port delays and dues, claims against cargo and so on would drive up the price to a point where it would not be a viable business. Even when it comes to commodities (for example those traded on the MCX or say Brent Crude) and their prices, they are all essentially driven by shipping. The commodity market had a huge boom pre – 2008 recession, jacked up by the Chinese demand getting more ships to keep up- all delivered aptly by skilled seafarers! The boom is long gone, salaries have been hit and yet the seafarer does not stop his round the clock endeavour to do what needs to be done.

One must stop to think the level of involvement of every single seafarer out there.

3. Not Everyone Can Do This Job

As mentioned before, the training is long and academically challenging, with topics ranging from astronomy to engines to law (among many others). However, it is the mental constitution of a seafarer that really sets out the fabric for a career at sea. The need to be away from family for long periods, being without connectivity to the outside world for days at times, being at sea day in and day out, the worry about family and the ones close to the heart, immense work pressure to deliver everything as planned- it all takes a huge toll on any individual- just imagine having to do all that as part of any other regular job!

© filigor – Fotolia.com

The level of commitment and mettle required for a seafarer to successfully carry out his duties calls for a lot of honour attached to it. These are sacrifices that a few can make, akin only to a soldier defending his country at the frontiers. The soldiers help us sleep peacefully at night and always keep up the optimum security of the nation, while the seafarers ensure that once a person wakes up from his sleep, every aspect from food to clothes to their car and every other need has been met as per deadlines. The extent of this is huge and often overlooked. Seafarers matter indeed!

4. Saving Lives At Sea

Instead of getting into technical jargon about SAR and IAMSAR let us for once think about all the recent news about the immigration crisis from war-ridden countries. While these helpless people take huge risks of life to escape their countries, it is the seafarers that are constantly engaged in humanitarian relief for those who cannot make it all the way! Even with the case of other vessels that might have been subject to mishap, a vessel in the vicinity will always be there to render assistance.

Credits: Stolt Tankers B.V.

Even recently, the Indian Government carried out a massive evacuation of civilians from a war-torn country, lauded across the world, that involved merchant ships as well. Out at sea with no immediate ways of receiving assistance, the seafarers are the torch bearers of humanitarian relief and search and rescue operations (in liaison with aircrafts and the Government of course).

5. Unrecognised But Unfazed

The layman tends to ask the usual questions(what do you do at sea?!) and assumes that the seafarer earns a great deal of money, paid out to travel the world and live the good life. Companies are constantly reducing salaries to make their operations more and more economically viable. Regulations are getting more and more stringent with ever increasing paperwork and therefore, pressure on the Master and his crew. No one has actually stopped to think and thank the seafarers who are giving all their time and efforts to all this work! But with the strong mental constitution and mettle of pretty much every seafarer out there, the lot if unfazed, carrying out their duties, to provide for the world and to provide for their families who they have left behind for that fat salary that everyone keeps talking about! Seafarers are unsung heroes without a doubt, who do not care for much aside from their work and their sign off date! By virtue of the lack of recognition that is evident, it definitely reduces the enthusiasm but does not ever halt the work. Unrecognised yet unfazed – something the world needs to learn from the seafarers.

Photograph by Emmanuel Ephraim

With the recent advancements in technology wherein ships are gradually moving towards being unmanned, it could be deemed as a small threat to the seafaring profession. While it might affect the profession in some way, the years of theoretical knowledge, practical applications, experience at sea can NEVER be replaced by a machine or a controller sitting cozy in an air conditioned office a few kilometres from home. The sea and winds do not always follow the predicted patterns and the human angle to shipping will always be invaluable. The expertise gained over the years trumps any new challenges to the profession. The seafarer is indispensable!

Rose George in her book, ‘Ninety Percent Of Everything’, lays out all that goes behind the shipping industry and all that goes with the seafarers running it. Ms. George is shrewd on the economies of scale at work in global shipping. Her book is replete with facts that will make you slowly rub your forehead. “Shipping is so cheap that it makes more financial sense for Scottish cod to be sent 10,000 miles to China to be filleted, then sent back to Scottish shops and restaurants, than to pay Scottish filleters,” she writes.

It is indeed high time the world woke up to this immense contribution and started appreciating the unknown seafarer a little more. It is high time that companies revisited the salary structures of a seafarer. It is high time that the world realised that Seafarers Matter.

Happy Seafarers Day! Keep on keeping on.

Disclaimer: The authors’ views expressed in this article do not necessarily reflect the views of Merchant Navy Zone. 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 Merchant Navy Zone 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 Merchant Navy Zone.

Challenges of Shipping Jobs

According to a classification, shipping jobs or working at sea has been classified as one of the ten most dangerous jobs in the world. Although as an outsider it might sound surprising (considering how people think it as a “glamorous” job),  ask a seaman and he would enumerate various difficulties attached with the job. Careful examination of the prospective hazards makes one realize that this job is not for the weak hearted, those who get homesick easily, or those who find it difficult to work in harsh environment.

In every kind of profession there are a variety of professional hazards to deal with and person’s ability to perform any particular job is tested on the basis of his response to these hazards. Similarly, there are ways to deal with the professional problems faced on ships and one shouldn’t be discouraged to take up anexciting and rewarding career in merchant navy.

Strict physical fitness is of utmost importance as any kind of shipping job is quite enduring and the hardships that one usually faces cannot be coped without a health condition that borders impeccability.

Ships are always in a state of motion be it the usual swaying movement or heavy rolling or pitching. This constant motion leads many to motion sickness which is not a very simple issue to deal with, even for those with the best sea legs.

Sea voyages expose the ship’s crew to extreme temperature and weather conditions especially during long journeys spanning many countries or continents. Such long voyages take the ships to the bitter cold of Alaska or Scandinavia and also to the hot and humid conditions of the tropical region or the Persian Gulf. A seafarer working on ship should be fit enough to face any kind of weather and work in any kind of environment.

Credits: seafarerswelfareawards.org

Accidents tend to occur frequently on ships and are a part and parcel of shipping jobs. The most frequent ones are often related to people falling into the sea, falling onto the deck, in the engine room, or from any of the ship structures while working. Moreover, there are large numbers of mechanical and electrical equipment on the ships deck and the engine room and they have to be used very carefully. With advancement of technology, ships now have a several machinery systems and tools on board. Seafarers are thus required to deal with such complex and hazardous machinery on a daily basis.

The physical health of the seaman is at risk all the time because of the extreme toiling conditions. Long and continuous exposure to direct sunlight or harsh weather while working on the deck or extremely high temperature and noisy environment in the engine room can lead to health complications. Long and close exposure to ultra violet radiation from the ship’s radar and radio have also been noted as one of the reasons for health problems in the past. On some ships, the inner cabins and living quarters of the ships are not very airy and ventilated. They are at times noisy and hot, which is a perfect condition for the growth of germs and only a truly healthy man with a perfect immune system can face it.

Although shipping companies take all the care possible for their crew and provides them with the best of what is available, it is the condition of the sea, the harsh and ever- changing weather, and continuous working hours,which make shipping jobs difficult.

A shipping job also attracts many psychological problems for those who can’t keep up with the hectic scheduling and the lifestyles. Adding to them are professional politics and conflicts that arise between seafarers that make living on board ships more difficult.