My First Journey Through The Panama Canal – 4th Engineer Describes His Experience

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 transitand 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.

Image Credits: Panama Canal

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.

CH09 – FWG bypass valve CH10 and CH11 – Hot Water Inlet and Outlet valves resp. CH 13 – LT valve CH 05 – Jacket Pre-heater by pass valve CH 12 – Pneumatic Auto Valve.

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.

Above : A mule in action.

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.

Above : The Gatun Locks

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!

Above : The Gatun Lake

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.

Above : The Gailard Cut

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.

Image Credits : Panamacanal

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 – merchantnavyinfo9@gmail.com

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 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 Merchant Navy Zone.

How Seafarers Can Beat Stress and Stay Motivated at Sea.

Most seafarers will, at some point of time in their tenure, feel that they’ve made the biggest mistake of their lives by choosing a career at sea. It could be multiple machinery breakdowns that lead to negative thoughts or it could be due to the demanding schedule of the vessel that leaves no time for anything other than work. Even missing family members and feeling homesick can bring out such feelings. In such situations, how does one prepare himself to stay relaxed, motivated and focussed during such times?

Over the years, I discussed this topic extensively with several seafarers – both experienced and freshers.

Let’s take a look at some of the most common things seafarer can do to beat stress and stay focused on board ships:

1. Exercise – Almost everyone I spoke with felt that exercising is the best way to beat stress and stay motivated. Now before you dismiss this point by saying that you do not have enough time to exercise, we clarify that by exercising, we do not mean that one needs to spend hours at the ship’s gym and build 18 inch biceps. Exercise could be anything that makes you sweat outside of work. A quick 20 minute run on the treadmill could do the trick for some while pumping iron for 30 minutes could work too. Even a quick 10 minutes push-ups work out can have a great affect. I once sailed with a Second Engineer, who never missed his daily exercise regime in the gym. I asked him how he could have the energy to work out after spending 8 gruelling hours in extremely hot conditions (we were doing the Summer Red Sea run then). He said that physical exhaustion in the engine rooms, needs to be overcome by making your body stronger and increasing the endurance levels. His daily workouts helped him achieve that. Not having enough time should not be an excuse. Even in ports, one can salvage just enough time to do some basic stretching and exercises.

2. Read a Book– The second most common view held by seafarers in beating stress was Reading. With the advent of laptops, smartphones and internet, you barely find seafarers reading books these days. Even the ship’s library which in the earlier days was full of books is now full of DVDs or glossy magazines at the best. A bit of bedtime book reading can help one sleep better as compared to dozing off after spending time on your smartphone or watching a movie. Research shows that spending time on electronic gadgets before sleeping can adversely affect your sleep quality. Watching action thrillers just before bedtime can increase your heart rate thereby making it difficult to fall asleep quickly. Reading though can be very relaxing and is the perfect recipe for good quality sleep. It can also prove to be very motivating. A friend of mine who sails for long durations once told me that he read Nelson Mandela’s ‘A Long Walk to Freedom’ while at sea. He said that reading about the great South African leader’s struggle and determination during his time in prison at Robben Island made him feel that his life was far more comfortable and that he shouldn’t be complaining about anything. It would be worthwhile to pick up a couple of good biographies or autobiographies of great persons. Reading about people’s struggles and eventual success can motivate you to go the extra mile.

3. Listen to Music – Now who would argue that music can help you relax. Often described as the elixir of life, there is music for every kind of mood. Be it Metallica for the metal heads, Eminem for the Hip Hop aficionados, Pink Floyd for the Psychedelic fans or even Phil Collins for the pop lovers, any music that you like should be played as often as possible. Research has shown that listening to music has a positive impact on the mind and body and is a great way of staying motivated and relaxed. A Captain once shared an anecdotal experience where the Chief Cook always prepared great food while listening to music on his portable player. But once his portable player broke down. This was followed by a drastic degradation in the on board food quality. The Captain then decided to permanently install a music system in the galley. It was a win- win situation for all. Good quality portable speakers are very affordable these days and you could consider packing a set in your bags the next time you set sail.

4. Write a Journal – For some people, putting their thoughts on paper can be a great way to unwind and relax. It also serves as a good archive of all the work that has been done and could be used for easy future reference. Many people these days use an electronic diary for jotting down their day to day activities. It need not be very detailed either. Quick notes on your daily activity shouldn’t take more than a few minutes.

5. Make friends on board: Seafarers share a unique relationship with the people they work with – they also live with the same people. It is in your best interest to have friendly relations with everyone on board. After all, you would not fancy someone you don’t get along with sitting right in front of you at the dinner table. At sea, you simply cannot avoid your colleagues. Having a civil relationship with everyone on board is a must. But it would help you if you can connect well and be very good friends with at least one person on board. Having someone to share your ups and downs can be a great way to stay relaxed. Be it the birth of your first child or venting frustration about your superiors – talking about your inner feelings always helps. Having someone to share your ideas and thoughts with can be a great way to stay motivated.

6. Communicate with your family: Now most of us already do this by calling up home every few days while out at sea. The lucky ones with internet on board have the luxury of staying in touch with their families more often. Make it a point to get in touch with your family at least once during the day by whatever means possible – It could be a quick telephone call or a short email. This daily ritual of connecting with your loved ones can go a long way in keeping your mind at peace.

7. Socialise on board – With the advent of internet and personal computers, the good old era of evening smoke room get togethers has greatly reduced on most ships. Try not to stay confined in your cabin after work. Make it a point to mix around and socialise. The more you stay separated from everyone, the lonelier it can get. The sea is a hostile place to work and we all need help often. Being a social animal and having people to like you can be a great way to make your life easier.

8. Eat Healthy Food – Without our wives to watch our plates, a few of us with an adventurous palate can go a bit overboard with the food. Binging on junk and unhealthy food make your mind and body less able to take the stress out of your work. Ensure that you follow a balanced diet on board. Go easy on those beers (applicable to only those lucky enough to still have alcohol on board) and soft drinks. Unnecessary calories should be avoided. Those extra calories will not only make you unfit, but could be detrimental to your survival abilities during emergencies on board.

9. Meditate / Pray: Prayers have a very solemn influence on our minds. It gives us perspective and keeps the mind at peace. Even a short prayer after waking up can be a great way to kick start a demanding work day. For those who aren’t really religious, simple meditation techniques such as breathing, voice aided meditation etc. can help to remain calm, focussed and motivated. Some people perform Yoga which combines exercises and meditation. Whatever works for you must be made a part of your daily activities.

10. Watch good movies and Documentaries: Watching movies is a great way to relax. But do not let it become the only way you spend your free time. Carry a good collection of documentary movies that interest you. It will only help you enhance your knowledge.

11. Build up on your hobbies: A lot of us think that when we are out at sea, we should not indulge in hobbies that we like. But it is in fact the other way round. Do what your heart pleases. Some people like writing while some others prefer cooking. Do not hold yourself back on doing anything that you like. People with interest in photography should consider investing in a good camera. The sea presents some of the best opportunities to take spectacular photographs. Do not miss out on these.

12. Play by the Rules: Now this is easier said than done. In today’s highly regulated shipping industry, there is bound to be temptation to bend the rules every once in a while to get out of a situation. It could be a simple thing as not making a permit to avoid paperwork or pumping out bilges using theinfamous magic pipe. Doing this will be of absolutely no good for you professionally and will only cause problems in the longer run. Your mind will never be at ease knowing that you are doing something which is wrong. What’s worse is that some people have the wrong notion that they are helping out their companies by doing illegal things such as pumping out bilges or hiding dangerous defects. This false sense of loyalty is very dangerous and should be chucked out of your system soonest possible. Companies will never support you if you are in the wrong knowingly. All the sweat, blood and grime that has gone into building your career will come to a naught by one senseless act. Playing by the rules is vital in today’s shipping. It might require a little bit of extra effort in the short term, but will ensure that your conscience remains clear. A clear conscience will only help you remain stress free, focused and motivated.

13. Fake it till you Make it: We all face times when no amount of pep talk or any of the above activities help. In such situations, it is best to just pretend to have a positive outlook. Force yourself to have a positive body language. Lie to yourself that you are motivated, driven and kicked. Eventually, this will become your normal outlook and things will automatically fall in place. Coming out of the rut is very important. Kick yourself in the ass, before someone else does!

While these are the things most commonly used by sailors to stay motivated, there are some other things that a few seafarers indulge in which are not recommended. Watching pornography, smoking, drinking, drugs etc. are things which will only prove to be counterproductive. Anything that forms a bad habit is not good. On the contrary, anything that forms a good habit is always welcome. With time and practice, staying motivated and relaxed will become second nature to you. As the old adage goes “an empty mind is a devil’s workshop”. It is vital to keep yourself occupied on board. Be it work or anything that pleases you. A healthy mind in a healthy body is the classic recipe for a successful career at sea.

Top 4 Social Networking Websites For Seafarers

There are quite a few social networking websites that are in vogue presently. However these websites are majorly general in nature and don’t as such pertain to a particular industry or sector at large. While specific forums and groups can be formed within these websites, it is always preferable to have one particular social networking website that caters to one domain wholly.

The maritime sector has its share of social networking websites for seafarers that provide quite a practicable online hub for professionals working in the industry. These social networking sites generate greater deal of involvement within the maritime sector allowing for better interaction among seafarers and like-minded individuals across the globe.

Mentioned below are four such specific social networking websites that cater to the core maritime domain entirely:

1. Crew too: Primarily an informal social networking website, Crew too serves an important purpose of allowing interactions between maritime professionals working across the world. Their experiences and anecdotes pepper the conversation happening in the website which also provides understanding of the various nuances of the seafaring domain. The look of the website is catchy and totally fresh which has added to its appeal following its initial inception.

2. My Ship: My Ship is a social networking website for seafarers which also includes career specific aspects of the seafaring domain. It’s interactive interface allows for informal dispersion of necessary information thereby allowing for stronger rapports to be built within the seafaring sector. As mentioned, it also has a job section which features latest job opportunities from the maritime world.

3. Sea Folks: As the name suggests, Sea Folks is a maritime social networking website for seafarers which provides connectivity across all kinds of maritime realms. Alumnae and professionals can band together while interested people can avail of interesting know-how of the versatile marine domain. Web blogs and forums form an intrinsic part of Sea Folks which is one of the famous social networking websites for seafarers.

4. About Crew: This is an all-in-all web portal rolled into one. About Crew, allows maritime professionals to be in touch with the outside world along with offering elaborate connectivity within the global seafaring community. The website is quite detailed providing viewers with the latest news updates and information pertaining to the maritime sector. The engaging look and feel of the homepage also accounts for a viewer being absolutely captivated by the website.

Do you know any other social networking websites for seafarers that should have been added in this list?

What is Seasickness? How to Tackle it?

Travel sickness, also known as motion sickness, is indeed not a life-threatening condition. But, of course, it has the power to spoil your journeys.

As we all know, motion sickness is a very common illness caused by repeated unusual movements during travelling. Resulting from the imbalance between the body’s sensory parts, motion sickness causes the symptom of feeling nausea, sweating and headaches, among others. In short, it is capable enough to ruin your trip, be it a short or long one.

Credits: cardiffpsychology/YouTube

Similarly, seasickness, which is a form of motion sickness, is perhaps the most common sickness to hit any person while at sea. Seasickness is a condition wherein the motion sense of the vestibular system and the motion perceived visually do not concur, causing nausea, fatigue and dizziness etc. Seasickness is very common in first time passengers of any ships or boats or even ferries. This problem has roots in the signals to the brain and therefore should be dealt with great sense of care and interest. However, the problem lays in motion therefore ones the motion stops the patient slowly returns to normal.

What causes seasickness?

As said earlier, seasickness occurs due to the imbalance of the sensory parts of human body. Broadly speaking this sickness is of three kinds – a motion is felt but not seen, a motion is visible but not felt at the time, and finally, the third kind where both the problems occur simultaneously. When you travel on board the ship, the motion distracts the messages from your eyes, inner ear and muscles to your brain that allows your body to know how it is moving. The moving ship competes against the human body’s natural proclivity for balance, resulting in dizziness, nausea, vomiting and headache etc. And, unlike other medical conditions, in sea sickness, the resulting vomiting does not relieve the nausea feeling.

Other than this, the seasickness can also be caused by strong smells, be it bad or pleasant, and also by watching other people getting sick, says seafarers. Moreover, the consumption of alcohol and a heavy meal during the voyage also often become the reason for the illness. And, surprisingly, many claims that the 99% of seasickness is mental and it has a psychological aspect.

Many suggest that most of the passengers, especially the first-timers, usually experience the discomfort within the first 48 hours at sea, i.e. during the time which they acquire the ability to walk steadily on the deck of a ship, which is also known as the sea legs. And, there are no proper explanations for how long does it last if one experiences it, or even for how many journeys it will take one to come in terms with the illness and to predict the possibility of having seasickness in a particular journey.

Remedies for seasickness

The medicines that have been developed for the treatment of motion sickness or seasickness so far have seen mixed success. In any case, the medications that have so far been introduced have had varied results; it suited some whereas it did not suit the others. The medicines that are usually prescribed by doctors- including Bonine, Antivert, Dramamine- have proved effective for people as a preventive measure for short journeys, and also for mild cases of motion sickness. One of the most popular medications is the patch, which contains scopolamine that is used to place behind the ears before setting on the voyage. If a need arises it should be changed every 72 hours. This method of dealing with seasickness is effective but leaves the person very thirsty. So choosing between thirst and sickness is a choice to be made in this case.

In case of seasickness, the age-old adage, prevention is better than cure fits the hilt. The best way to deal with the illness thus is by preventing it from affecting you in any manner. The prevention starts with the diet. One day prior to setting sail on board a ship, one must adhere to non-spicy food and completely avoid all kinds of fats and acidic foods like fast foods. In addition to avoiding the big meals, the consumption of caffeine and alcohol also needs to be controlled.

Sometimes, as mentioned earlier, over-the-counter motion sickness medications, the medicines with Meclizine or Dramamine or Bonine ingredients also can act as a preventive tool. The recommended dose is 1-2 tablets about a couple of hours prior to getting on board. Though this medicine makes one a bit drowsy, it is very effective. Sometimes oils act as medicines like the motion Eaze oil. It is meant to be applied behind the ears when the problem arises. The best part is that it has no side effects.

Apart from this, ginger is a fantastic solution to this problem. One can drink ginger tea or chew on it or suck it. Carrot juice, apricot juice, citrus, mints and parsley are also said to have healing properties regarding these problems.

Some other remedies include listening to music, using a fan, relaxing by lying down and closing the eyes would help. And, looking out of the ship’s window or spending as much as possible time on the deck to witness the horizon also considered as activities to prevent the illness. The selection of cabin is also important since the lower and more centrally located rooms experience less exposure to seasickness, while balcony stateroom is a better option always.

It has also been suggested that choosing ships with state-of-the-art stabilizers would help people who are prone to motion sickness. This facility helps passengers to do not feel the movements of the vessel and thus help them to avoid the symptoms of seasickness. In addition, the trips that take more breaks in between are always a good option for people who are sensitive to motion. Fewer days at sea and more days at the ports give an option to get off the ship during proper intervals.

Seasickness is a problem that affects many but can easily be prevented. The only thing is that the person suffering should realize this soon.

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 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 Merchant Navy Zone. 

Pros and Cons Of Internet Onboard Ships: A Sailor’s Perspective

Anyone who’s sailed on his or her first ship after 31/Dec/1999 is prone to hearing a common – and often distasteful jibe from Senior Masters / Chief Engineers  – “When I was in Uniform, you were still in the liquid form”. Beginning your career in the new millennium has its own plusses and minuses. One cannot take away the fact that seafaring was an entirely different ballgame ‘back in the days’. While one had to endure more hardships and longer tenures, life was a tad better off when it came to port stays, paperwork, commercial pressures, traffic density etc.
In the early 2000s, things were not much different from today. ISM code was already in place, SMS systems were being followed, and there was a lot more emphasis on safety. Crew calling cards were easily available and affordable. However, one crucial element as far as crew welfare was concerned, was still missing – being in regular touch with the family and to be in sync with life ashore. Come latter part of the past decade and things started changing. Without doubt, the rollout of the internet onboard ships for crew use has been the single biggest game changer onboard.
In early 2000s, I was one in a batch of 25 cadets newly recruited by Maersk. I remember an occasion where four of us were invited to attend the company’s Officers Seminar. In an open discussion about onboard welfare, the General Manager asked all the participants what changes / improvements they’d like to see onboard. One of the more adventurous amongst us four raised his hand to speak. He then said that it would be great if there was internet onboard. The entire auditorium burst out laughing, some at the audacity of such wishful thinking while some, mostly old timers that a cadet was SPEAKING. (Haven’t we all, in the past, seen Masters and Chief Officers play hardball with cadets by saying “Cadets are meant to be seen, not heard”!)

Exactly half a decade later, this “wishful thinker” batch mate of mine had the last laugh. In a well-publicised and welcome move, the Maersk Tankers management decided to roll out internet facilities on all ships. And the rest, as they say, is history. Life onboard changed dramatically. No longer did we have to wait to arrive till the next port to hear who had won the Wimbledon Final or won that Test at Lords. Neither did people have to pray for shore leave so that they could bolt ashore and visit an internet café to see pictures and updates from their loved ones. Nor did folks have to open a new email account each time they got back home simply because the earlier one had expired due to inactivity.

Internet on ship.

It’s been several years now since we’ve have had internet onboard our ships (Surprisingly still many companies are devoid of this facility). Here is a list of the pros and cons of internet onboard ships.

PROS

1. Keeping abreast with current affairs and sporting events. Gone are the days when one had to wait for the agents to get the past months newspapers onboard. This was followed by the daunting task of waiting for the Master and Chief Engineer to read and then pass on to the lower hierarchy. Present day seafarers are as updated on current affairs as MBA students in fancy business schools.

2. Managing finances by buying / selling mutual funds, emailing your Portfolio Managers on what actions to take, keeping track of the equity markets etc. (The internet speeds onboard are still a far cry from the land based broadband speeds which makes direct equity trading impossible). One can even transfer funds online sitting in his cabin in the middle of Atlantic Ocean. (Unfortunately, this also means that a seafarer now gets email alerts when his wife swipes his card at the shopping mall. Coming to terms with the fact that your last sleepless night during discharging was spent on a Louis Vuitton can be quite daunting.)

3. Serves as a second / back up line of communication with regards to the ship’s official emailing system. Real time troubleshooting by the IT technicians is also possible. In the earlier days, one frequently saw Masters fumbling with the Sat – C terminal to send and receive important messages when the Email system was down. That’s passé. He now simply needs to log in to the ship’s gmail or yahoo account and tell the IT guy ashore to get the issue sorted.

4. Chat Clients. Internet onboard allows seafarers to keep in touch with their families through Chat clients (Whatsapp, Yahoo, GTalk, MSN etc.) or VOIP (Jumblo, Action VOIP, Skype). A big advantage of chat clients is that they use a fraction of the bandwidth and data as compared to their VOIP cousins. What more – they even help you get good at typing.

5. Emergencies at home can be immediately communicated onboard by email, chat etc. When someone at home is not keeping well, it is very reassuring to know that his/her condition has improved, rather than having to wait till the end of the day to make a satellite call.

6. Access to Social Media (Facebook, Twitter). With Social Media increasingly becoming an integral part of our lives, occasional access to these media makes one feel less cut off from the outside world.

7. Scouting for alternate employment opportunities. Everyone has occasions when they feel disillusioned with their employer. Internet gives seafarers an opportunity to interact with persons working in different companies and know whether conditions are better or worse there.

8. Referring to the vast information database to enhance onboard troubleshooting. This could be as simple as putting a question across on a Facebook group or referring to an equipment manufacturer directly.

9. Downloading digital manuals for onboard machinery to enable easy search functionality. Why browse through cumbersome hardcopy manuals when a simple search function in a pdf file can save the day.

10. Quick reference to new regulations being enforced. While most of these are promulgated by in house company circulars, more information can be easily obtained by visiting relevant websites.

11. Benefits Supernumeraries. Long voyages on some ship types such as VLCCs can be boring for supernumeraries. There may be occasions when the vessel might call only SBMs thereby not presenting an opportunity for shore leave. Internet allows wives onboard to kill boredom and spend their free time browsing (thereby shielding them from the infamous galley gossip :).

12. Online Applications: With growing digitalization, banks and academic institutions are moving towards online application process for loans, accounts, admissions etc. Internet onboard streamlines this process for seafarers who would otherwise have had to wait to get home. A lot of time is saved in the bargain and holidays can be spent for what they are really meant for – Relaxation.

13. Technical and Operational Managersashore have the flexibility of using chat clients, in lieu of expensive satellite calling, for routine communication with the onboard management. It is sometimes easier to put an instruction or thought across on paper rather than communicating it on the telephone to a person whose language skills might prove to be a problem.

The legendary author Mark Twain had once rightly remarked ‘Too much of anything is bad, but too much good whiskey is barely enough.’ Sadly, whiskey is no longer found onboard. So we’re left with some of the bad things about internet. Here they are:

CONS

1. Onboard Social Life – With vessel’s turning dry (zero alcohol policy), the social life onboard was already strained. Internet proved to be the last nail in the coffin. It virtually brought the social life onboard to a grinding halt. With the advent of laptops and smart phones, you very rarely find folks huddling up in the smoke rooms indulging in good old camaraderie. Gone are the days when the dinner table discussions revolved around what movie was to be played in the evening. These days you barely find people chatting in the mess rooms. All the chatting is reserved online. Everyone just wants to rush through with dinner and get wired.

2. Arguments / Misunderstandings:Needless to say, internet data usage at sea is expensive and is hence limited. Many a times, the onboard access has to be controlled due to excessive date usage. This brings about grudges, misunderstanding between colleagues.

3. Rest Hours: Unrestricted and round the clock internet access brings the inevitable urge in a few to use the facility unnecessarily and at inappropriate times. Many a times, the Master or Mate has to pull up the offending crew for using the internet when they should’ve been fast asleep.

4. Bridge Watchkeeping: With increased digitalization of bridge equipment (eg: ECDIS, Nautical Publications etc) there is a growing need to allow internet access on the bridge for updates and downloads. The Master needs to make it absolutely clear in his standing orders and bridge discipline meetings that none of this should interfere with watchkeeping. Use or smartphones or personal laptops on the bridge even during off time hours should not be tolerated.

5. Adult Content: Although there are inbuilt filters in the system, these are more often than not bypassed by over enthusiastic crew members to gain access to questionable content. Especially, accessing explicit content related to children is a serious offense and is punishable by law with far reaching consequences.

6. Social Media: Posting data / pictures which could be damaging to the company is morally wrong. With regulators watching the internet, a harmless banter about something could prove to be much serious in the eyes of the big brothers (regulators).

7. Troubleshooting: There is a growing tendency to every small problem that comes up onboard. Problem-solving skills are not being honed appropriately in this manner.

8. Distraction: Several times you notice seafarers distracted in their work due to some communication they’ve had with their family. Complete focus is a must on the job for your own or others safety. The management should frequently guide personnel on this matter during meetings and trainings. Personal and professional lives should be kept apart at all times.

9. Offensive Posts: There is also a growing tendency amongst some seafarers to vent out their frustration by means of offensive posts on the social media. The urge to discredit your superiors or the company just because of a reprimand or a delayed sign off should be avoided.

10. Internet Piracy: The temptation of downloading the latest blockbuster on a torrent client can be huge. In several countries, this has been made illegal with the downloader facing court action. This also hogs a lot of precious data which is not in the best interest of everyone onboard.

11. Social Media Addiction: Outside of work, there can be very little onboard to keep your mind occupied. With constant access, it is very easy to get addicted to Facebook and Twitter just like on land.

Clearly, the pros far outweigh the cons. However, with just a little thought and appropriate internet guidelines, the cons can be completely weeded out. It is entirely up to the crew and onboard management to ensure that this great invention is made use of for wellbeing and betterment.

Over to you..

What according to you are the biggest pros and cons of internet onboard ships? Let’s know in the comments below.

An Encounter with Refugees at Sea – A 4th Engineer’s Story

“Finished with Engines”- the chief engineer (CE) informed me as I was the duty engineer that day. We had anchored outside Libya at 0400 in the morning. I completed the routine tasks and went back to my cabin at 0430. The phone in my cabin rang at 0600 hours again. This time it was the Captain. He said: “Need engines ready in 30 minutes. Have received a distress call to pick up migrants.”

We, the crewmembers were initially a bit scared, (anyone would be when about hundred unknown people board your vessel) as we thought that these people might be a threat to our safety. However, our Chief Officer sensed our anxiety and did a commendable job of easing out our fears by explaining us the gravity of the situation and reminding us of our duty as seafarers to help anyone distressed at sea. In no time, we started assisting the refugees in climbing from the gangway.

The migrants looked starved and dehydrated and they indeed were very hungry and thirsty. We immediately started serving them water and food and kept them occupied. The majority of the people were from Somalia and none of them understood English. Therefore, we started communicating with them using sign languages and it was then that we came to know that they were on the boat for last 24 hours waiting for some help.

In the evening, the captain received instructions from the Italian coastguards to proceed towards Italy. We opened up some empty containers for them to have rest at night.

Next morning, we received another distress call, and this time it was from a boat that was sinking and needed immediate help and rescue. Everyone geared up, as we already knew our roles and duties from the experience of the previous day.

As we were approaching this boat, there was a lot of chaos in it as all of them wanted to get on the ship first and save their own lives. The boat was in a poor condition and was already half filled with water by the time we reached there. They were a mixed crowd of men, women, small children, pregnant woman and sick old people. They were crying and wailing. What was more disturbing was the sight of two dead bodies floating around (the deceased must have been a family member or friend of someone still onboard that dingy boat – their trauma is just unimaginable).

We took help of a person who knew Arabic to explain them on the loudspeaker that they don’t need to panic anymore and all of them would be safely rescued and sheltered. After all of them were rescued, we saw tears in the eyes of many people as they were still trying they were still trying to sink in the fact that their lives had been saved. It was nothing less than a miracle for them as they had lost all hopes of survival.

I took charge of feeding this new group of migrants along with my fellow ABs and cadets. The Chief Officer and second officer were thoroughly indulged in giving medical first aid. Among all the refugees, there was a woman who had given birth to a child just 2 days ago. She was bleeding profusely and her condition seemed critical. Luckily, we had a Female Second Officer, who communicated with the new mother and left no stone unturned to ease her pain. The third officer was running forward and aft making sure nobody was thirsty. The steward made sure that all the small babies got some milk to satiate their hunger.

Some people in this lot were from Nigeria and Sudan and could speak English. They told us about how inhumanly they were treated, how they were made slaves even in the 21st century and how they had lost their families and friends in meaningless and futile bloodshed. This was a very shocking experience for all of us, as we had never expected or imagined that the situations could be so bad.

In order to divert their mind and change their mood, we started talking to them about Bollywood, Hollywood and told them that their life would be much better now and they need not be afraid of anything.

Next day, we bid adieu to them at Italy where the Red Cross Society was there to pick them up. While disembarking the ship, we could see that all of them had happiness and hope in their eyes for the new life that was about to get unfold. They thanked us for the hospitability and blessed us again for saving their lives.

After they left, we were still trying to grasp what had actually happened in last 24 hours. The experience was shocking as well as traumatic. We realised the strength of teamwork and the ability of the team to handle any unprecedented situation by following orders and discipline. We realised that nothing is impossible for a seafarer.

I secretly thanked God for giving me a peaceful country to live in.

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