General information on Seafaring

Webster's New World Dictionary defines

Seafarer (-far'er) n. traveler by sea; esp., a sailor

Seafaring (-fer'in) adj.. of or engaged in life at sea -n. 1 the business or profession of a sailor 2 travel by sea

Traveling by sea is done on a variety of ships. The word ship in the English language comes from the Old English word scip. A ship is always referred to in the feminine tone. i.e. "she's a beauty". We can attribute this to the British Navy where all ships in UK used to be called 'Her Majesty Ship' (The Queen). So, when we say a ship, we mean her Majesty; thus, 'she'.

There are a many persons, like me, who marvel at the complexity of these machines. Machines which, in my opinion, highlight man's finest values such as ingenuity, curiosity, and bravery.

Ships have evolved, over three thousand years, from hollowed out tree trunks to massive 550 000 tons super tankers. With two third of the earth covered with water it is no mystery as to why ships and the sea conjure up so many different images in people minds. You can't help but to admire a container ship, with it's sleek fine lines, brilliant white super structure and multi colored "blocks" on deck, being tended to by men and their machines. Plus the fact that our social and economical situation rest heavily on these quiet giants. Simply amazing.

 Seamen

Between the innocence of infancy and the recklessness of adultery comes that unique specimen of humanity known as a seaman. Seamen can be found in bars, in bed, in arguments, in debt and intoxicated. They are tall, short, fat, thin, dark, fair but never normal.

They dislike ship’s food, Chief Engineers, writing letters, sailing on Saturdays and dry ships. They like receiving mail, paying-off day, nude pinups, sympathy, complaining and beer.

A seaman’s secret ambition is to change places with the owner for just one trip, to own a brewery and to be loved by everyone in the world.

A seaman is a Sir Galahad in a Japanese brothel, a psychoanalyst with "Reader’s Digest" on the table, Don Quixote with a discharge book, Valentino with five dollars in his pocket and democracy personified in a Red Chinese prison cell.

A seaman is a provider in war and a parasite in peace. No one is subjected to so much abuse, wrongly accused, and so often misunderstood by so many as a seaman.

He has the patience of Job, the honesty of a fool and the heaven-sent ability to laugh at himself.

When he returns home from a long voyage no one else but a seaman can create such an atmosphere of suspense and longing as he walks through the door with the magic words on his lips:

Have you got the beer in????

Tony Jones

"...life long merchant marine, currently retired and runs
"My Suzy's" bar in Tacoma, WA, for seamen"

We as humans have adapted many different vehicles for use on land, the same holds true for vessels on the water. If you live near a port you have certainly seen a large variety of ships.

For instance; in the Port of Vancouver, Canada, you will see many different ships. Predominately you will see ships called bulk carriers, or bulkers. These ships carry bulk cargoes such as grains, coal, wood chips and other dry bulk cargoes. Bulkers make up the majority of ships. Although not a big "oil town" Vancouverites see many tankers. Tankers conjure up images of oil products, which is definitely their domain, but there are many other tankers carrying other goods, such as wine, olive oil, and various chemicals. Cruise ships are quite predominate in Vancouver, especially from May - September, AKA the Alaska Cruise Season. The "Love Boat"(s) take their passengers to wash their misery away with excessive pampering and breathtaking views. Car carriers can frequently be found in the port; large white and grey "blocks" floating on the water, kind of odd looking.

A major product being handle through the Port of Vancouver, are wood products. Pulp, raw logs, cut lumber are handle by various ships. Some of these ship are converted car carriers, but most of them look similar to bulkers. Vancouver has a healthy all around marine community; large marinas with scores of private yachts and sail boats, vibrant tug and barge operations, and various shipyards and ways (dry-docks and repair facilities). To support this port, and many other ports, we can find other vessels such as: dredges, ice breakers, ferries, heavy lift and salvage, Coast Guard, etc. The Port of Vancouver is a very typical port for a nation.

On the open ocean we find all sorts of ships: cable layers, rocket platforms, research ships even a condominium ship. The oil industry in itself, has a large variety of ships built for their specific needs: stand by-anchor handlers, floating production platforms, jack up rigs, drill ships, supply boats and on and on. The militaries of the world have all sorts of different ships to support their mission: destroyers, frigates, minesweepers, submarines, aircraft carriers and on and on. Of course, if there is water, we always find the ships that started it all, the fishing vessels.

The International Shipping Federation and other agencies have put out a great little brochure detailing the impacts shipping has on our world. You can download it here, or visit their website here. Some interesting facts they present...

	There are about 10,000 shipping companies operating about 50,000 ships
	Shipping generates 500 billion USD in revenue, which is about 5% of the global economy
	90% of world trade is carried by ship
	Shipping by ship produces the lowest greenhouse causing CO2 gases, compared to other forms of transport
	Even though retail prices in the US have risen 700 % in the last 50 years, cost of shipping bulk cargoes has only risen by 70%

Don't have a clue as to what the ships mentioned above look like? Check out the picture page.

With ships the sea was sprinkled

WITH ships the sea was sprinkled far and nigh, 
Like stars in heaven, and joyously it showed; 
Some lying fast at anchor in the road, 
Some veering up and down, one knew not why. 
A goodly vessel did I then espy 
Come like a giant from a haven broad; 
And lustily along the bay she strode, 
Her tackling rich, and of apparel high. 
The ship was nought to me, nor I to her, 
Yet I pursued her with a lover's look; 
This ship to all the rest did I prefer: 
When will she turn, and whither? She will brook 
No tarrying; where she comes the winds must stir: 
On went she, and due north her journey took.

- William Wordsworth 

Regulating shipping

The marine industry is a global one, transcending many borders and continents. Because of various degrees of laws and requirements, an international body exist to make sure minimum standards are in place. Since 1982, this body is known as the International Maritime Organization or IMO. Originally the IMO was know as the Inter-Governmental Maritime Consultative Organization (IMCO) and was established in 1948 as a branch of the United Nations.

The IMO is made up of "member states" who meet in conventions to establish requirement as the need occurs. These requirements are, sadly, of the "tombstone design" which means they result from tragedies.

For example, the massive loss of life resulting from the sinking of the RMS Titanic in 1912. Following this tragedy, the member states got together to draw up minimum safety standards. These standards would apply to all ships from those gathered member states. The result was the groundwork of the SOLAS convention which would come later, in 1960 and be the cornerstone of the IMO. SOLAS stands for Safety Of Life At Sea; from it, many standards of safety we adhere to today on ships, come from. Such as whistles on life jackets, which makes a person easier to hear and spot. Over time SOLAS has been revamped several times to face new concerns; as a result of tragedies, as usual. Over the years, "new" concerns have also been addressed by various conventions; such as maritime pollution (MarPol 72/78 - Marine Pollution Code) training (STCW95 - Standards of Training, Certification and Watchkeeping) safety culture (ISM in 1999 - International Safety Management) and the current security issues arising from the terrorist acts of 2001, (ISPS - International Ship and Port Security Code) and many more.

The whole IMO system works on the principle that if a shipping company wants to participate in the economic trade of a member states, it must meet the standards of that state. If that state is part of the IMO, the state must make sure it's standards are at least the same as what the IMO suggests. For example, Canada is a member of the UN and IMO, a Canadian registered ship in Vancouver's harbour, will have whistles attached on their lifejackets, or at least, are in violation if they do not. If the ship is in violation of the various codes, insurance companies may not insure the ship or its cargo. In some cases the ship may be barred from picking up or dropping cargo, some are even ordered destroyed.

Member states, such as Canada and the United States, have departments which establish and enforce regulations which meet, and sometimes exceed minimum safety standards set by the IMO. In Canada, not only will there be a whistle, but there will be a light on each lifejacket. Transport Canada Ship Safety and the United States Coast Guard are two organizations which enforce the above mentioned lifejacket regulations, on their own flagged vessels and that of other member state vessels visiting their ports.

 

The economic aspects of shipping

We are all too familiar with the business of the world which sometimes give way to to the most "efficient" (cheapest) way to do things in order to maximized today's profits. This is where Flag of Convenience, or FOC, comes in. When the ship is registered, it has to be registered in a certain country, it will fly the flag of that country. These nations, being member states of the IMO, adhere to the minimum IMO standards. Thus provides the vessel's owner with a compliance certificate which will then allow them to trade between other member states, and to be underwritten (insured). Because Canada, for example, requires higher standards, which sometimes means higher cost, Canadian ship owners register their vessels with FOC, such as Marshall Islands, Cyprus, Liberia; so on and so forth. That's why you rarely see "Vancouver" on the transom of a large foreign going ship. Ships that principally trade within Canada, such as ferries, have no choice (so far) but to register in and adhere to standards in Canada. Most countries have provision in their laws (Cabotage Rules) that state that only their nation's ships and crews can carry their cargo between that country's ports. In the United States these protective measures are known as the Jones Act.

FOC have had a tough time lately because of various reason. For example, Liberia is in a state of flux, politically, and that has cause some strain on its shipping registry.  Liberia has a negligible fleet of its "own", but is one of the largest ship registers in the world with many prominent companies registering their ships and companies there for tax and standards reasons. In actual fact, very little work of managing the shipping registry is done by Liberia (or other FOC) or its citizens, they just happen to be convenient, cheap place to buy politicians. The actual management of the registry is done in, say, the US, in some office building in Delaware or such, or other "first world country" by a company which pays the Liberian government a percentage of the fees they charge to the "first world country" company based in, say New York City. So the money trail goes from NYC to Delaware, then a small percentage goes to Liberia's leaders for the use of their countries name in doing business; those funds go to fund the "strongest man" of that country to do as they please. Those with a shred of conscience can obviously see a dilemma here.

The trend for the last decade now, is for shipping companies is to try and have a better image and stability by having their ships registered in more obscure registries out of the media's eyes, or better yet in their countries. Flagging your ship in your modern traditional seafaring nation is always a bit more expensive because of higher standards that people expect (...that they seem to forget should extend to third world nations). The dilemma continues! The solution is to have a Second Registry in a first world country with some concessions from the companies and the government of the Flag. For instance, Norway has large shipping interest, the government creates the NIS, a parallel, Norwegian ship registry, but for ships trading internationally and not within Norway's borders. Ships trading within Norway's boundary still have to register with the full official Norwegian Ship Register, to which cabotage rules apply (ship must be built, crewed, and taxed by Norwegians etc.).

But with the new second register, the companies have less stringent requirements; such as hiring the Officers from Norway, but the company can hire crew from third world nations and treat them accordingly. In exchange the companies get tax breaks because they fly the more palatable colours of their first world country and hire some locals. This is very pleasing to all concerns; ship owner get to put the very respectable "Oslo" or "London" on their ship's transom, and the politicians get to brag about how they are helping find jobs and keep traditional seafaring nations at the top of the charts. The catch is once you have started concessions, why not have more. "Why should we even bother to have Norwegian officers at all?" - the ship ran fine when we were under the Marshall Island flag - that comes next, then "taxes should be cut because we are not competitive enough" and the usual business lingo to increase profits and the leveraging of one International Registry against others to inch down standards, yet maintain the perception of higher standards by flying a modern country's flag. The general public is usually not aware of much of this, of any maritime matters really, so as long as the pretty colors of their flag is flying on the pretty white boat then it must be good, well at least the appearance that they are not supporting mass genocide in a poor foreign land is comforting for all too.

I don't think its is a bad idea to have second registry, after all the money and decision are made in first world countries, they should fly their flag. It is easier to relate to and hold persons, companies, and our collective actions accountable when we have some "ownership". It's easy to dismiss "crackpots ships" from some damned tiny island in the Pacific. As long as standards are kept to a decent levels - respectful of all people and our environment there is no reason to provide a service that we all need in an open business environment. Overall it would appear that there is little place that shady outfits will be able to operate without impunity in the near future, and as a whole shipping quality will improve. Maybe that's what is behind the downward trend of tragic accidents.

I guess we will just have to see what the accountants and lawyers come up with next.

Above, is a diagram of the Plimsoll Mark of a ship. It came about when too many ships were overloaded and heavily insured to increased profits for the shipping company. They foundered and their crews never came home. Mr. Plimsoll (1824-1898), a British lawmaker and champion for seafarers, persuaded the British government to adopt a law in 1876, that all ship should have a load line clearly and permanently visible on all ships. The load line is visible along the ships side, usually welded in, mid-ship on the horizontal axis. It indicates the maximum draught that a ship can have depending on the region and time of year. TF stands for Tropic Fresh Water, F for Fresh Water, T for Tropic, S for summer, W for winter, and WNA for Winter North Atlantic.

 

It's little wonder why the Mafia never went into shipping
  - they didn't want to get a bad name.

- unknown

Keeping watch on Standards

The trade unions are widely integrated into the life of a mariner. Although some unions appear to be bothersome to some, most believe they are quite necessary in representing seafarers in an otherwise lawless high seas. As an officer there is a strong chance that a seafarer will be represented by some union. As a rating, such as stewards, deckhands or oilers there will most likely be little or no representation. On most North American registered vessels, all crew are in, or will be required to join a union. Below are some union's web presence.

In Canada, union affiliated seafarers are principally represented by one of three unions; Canadian Marine Officers Union (CMOU - mostly in the East Coast), Canadian Merchant Service Guild (AKA as The Guild - deck and engine across Canada), Seafarer International Union (SIU - mostly unlicensed persons across Canada, but some engineers on the east coast).

	International Transport Workers Federation (ITF) Also check out the new (2008) Seafarer Portal
	Sailors Union of the Pacific (SUP)
	NUMAST has now morphed into Nautilus UK to represent shore and seagoing staff
	BC Ferries' licensed personnel below to the BCFMWU
	AMO represents US maritime and Great Lakes officers
	International Organization of Masters, Mates & Pilots (US)
	Parola is the website for the Philippines Seafarers Assistance Program
	The

Additionally there are many other organizations which are dedicated to the seafarer's well being. They address important concerns such as physical, mental and spiritual well being of the seafarer. You can visit some of these excellent organization's websites below.

	Center for seafarer's rights
	The Mission to SeamenShip Operations Cooperative Program (SOCP)
	The Nautical Institute
	Seamen's Church Institute
	Sailor's Society

Know your rights as a professional seafarer If you are involved in a maritime incident, you should be aware of your rights. No matter where you are from, where you are working, and what has happen, you have a right to due process. You can download the pictured poster, to print, and put up on your ship's bulletin board, for the benefit of all your crewmates and your company. You can read further on your rights and obligations in further details, in this document.

 

At sea I learned how little a person needs, not how much.

-Robin Lee Graham
 

As an engineering officer there are further organization with many different goals to subscribe to. Organizations for engineers exist all over the world and are there for engineers to interact with each other. The Vancouver Island branch of the Canadian Institute of Marine Engineers is one example. They hold various social and developmental functions which are well attended by the local marine engineering community. This branch like many others across Canada a part of the National Institute. In the United Kingdom they have the Institute of Marine Engineering Science and Technology (IMAREST). You can visit others below.

	American Society of Naval Engineers (ASNE)
	Society of Naval Architects and Marine Engineers (SNAME)
	Australia's Institute of Marine & Power Engineers
	New Zealand's Aviation & Marine Engineers Association
	Royal Belgium Institute of Marine Engineers
	The Marine Society Not specifically for engineers, but a worthwhile web destination.
	International Chamber of Shipping
	British Columbia's Nautical Institute - for deck officers
	British Columbia Chamber of Shipping is spearheading many marine initiative for Canada, other BC based associations.
	You should also check out Canadian Marine Advisory Council (CMAC) which is advising on the current Canada Shipping Act reforms.

 

 

Being in a ship is being in a jail, with the chance of drowning.

--- Johnson

Getting to know ship life

The marine industry is full of traditions, procedures and various bizarre sounding lingo. And if you want to become a seafarer, you'd better get use to some of them ! The lingo goes much farther than just port and starboard, but for starters take a look at the major terms of a ship.

These two drawing are from a great little book by Bob Basnight, "What ship is that ?"

 

A seafarer life on the ship is dictated by a term we call "watch" i.e. "he is sitting a watch". Which means that a particular member of the crew is on duty and responsible for their particular task(s) i.e. navigation, machinery. There are many different types of watch, although the industry is slowly adopting one consistency, that is "eight hours off" for adequate resting. A friend of mine works for Seaspan and his watches are 6 on 6 off. Some other outfits, like the Coast Guard are 12 on 12 off, some others are 4 on 4 off 4 on 8 off, on cruise ships I worked 4 on 8 off. Some ships are considered Unmanned Machinery Space (UMS) and their schedule is day work - 8 hrs during the day to perform maintenance, then rest for the night unless your "on call" when something happens. One consistency, is that if your scheduled to work 8hrs in a one day, there's is good chances you will work 10-12 hrs - there's always work to catch up on.

 

 

The engineer and the mate

Oil soaked shoes all covered with grime;
Polished shoes with a brilliant shine,

Sweated clothes all stained with grease;
Shirt and tie and pants well creased,

Oily scarred and calloused hands
Manicured fingers, looking grand.

Thus they approached the pearly gates,
The Engineer and the Mate.

Saint Peter gazed at this strange sight;
He knew one was wrong, the other was right,

To be sure, he then did look
In his gigantic secret judgment book

Then looking up he said so clear
I'll now pass judgment on the Engineer.

You've sweated blood, you breathed some gas
The scars and bruises and burns still last.

So come my son and take your place
Like a king, in all his grace.

My son you've stood it very well -
You've surely had your share of hell.

The Engineer passed through the gates;
Saint Peter then turned unto the Mate.

You've filled your lungs with cool clean air;
You've known the breezes and the sun up there,

Pushing a pencil, you've traveled in class;
You've been a passenger before the mast.

There isn't a question, yes or no -
Now it's your turn to go below!!

 - unknown author

 

Who are all those people on the ship and what do they do ?

Below is a brief description of various positions on a typical - larger vessel. Check out this page as well, for a more detailed job description and career outlook.

DECK DEPARTMENT:

Master (Captain) - In command of vessel and all of its departments, in most cases a pencil pushing job doing the payroll, ships paperwork, only on bridge for entry and departure of ports and to check on navigational watches. Almost always a day worker.
Chief Mate - Directly supervises Bosun, 2nd and 3rd Mates during all deck evolutions (cargo/maintenance/repairs/drills), on most ships also stands a navigation watch. Traditionally the Chief Mate was a day worker, but more recently a watch standee as more and more positions are eliminated from ships he has been made into a watch standee.
Second Mate - Responsible for all aspects navigation (voyage planning, chart/publication correction, navigation equipment maintenance, and recently added GMDSS Communications responsibilities as well) while at sea, in charge of cargo watch while in port for the safe and efficient transfer of cargo. Usually a watch standee.
Third Mate - Responsible for all safety inspections, usually designated as medical officer, maintains navigation watch while at sea, in charge of cargo watch while in port. Usually a watch standee.
Deck Cadet - A student from one of the Maritime Academies doing a sea apprenticeship to become a Third Mate. Entry Level
Bosun / Boatswain - Highest unlicensed rating that supervises all A/B's during deck maintenance and repair. Usually a day worker.
Able Bodied Seaman (A/B) / Leading Seaman / Quartermaster - While on navigation watch under the supervision of the mate on watch, responsible for keeping a lookout (for other vessels, land masses, etc.) and steering the vessel in and out of port. Deck maintenance primarily include chipping rust, painting, lubricating fittings, cleaning various areas, and splicing line. Usually a watch standee.
Ordinary Seaman (O/S) - Same as A/B with no steering, and heavier concentration on cleaning. If a vessel carries O/S's they are usually watch standees. Entry Level

ENGINE DEPARTMENT:

Chief Engineer - In charge of the Engine Department, responsible for most paperwork, ordering, maintaining spare parts inventory, and directly supervises critical engine repairs. Almost always a day worker.
1st Assistant Engineer - Is in charge of all engine room repairs and maintenance. Maintains overtime records. Can either be a watch standee or day worker for the same reasons as a Chief Mate.
2nd Assistant Engineer - Maintains an engine room watch and is responsible for the smooth operation of all engine room system. Also performs system checks on engine room systems. Usually a watch standee
3rd Assistant Engineer - Maintains an engine room watch and is responsible for the smooth operation of all engine room system. Usually a watch standee
4th Assistant Engineer - Maintains an engine room watch and is responsible for the smooth operation of all engine room system. Usually a watch standee
Engine Cadet - A student from one of the Maritime Academies doing a sea apprenticeship to become a Third Assistant Engineer. Entry Level
Electrician - Responsible for anything on ship's electrical system. Usually a day worker.
Mechanic - Responsible for the taking apart of machinery and their repairs, usually under the supervision of the day engineer. Normally the most senior rating.
DEMAC / QMED / Motorman - Make Rounds in Engine Room and report to Engineer on watch, assist as directed. Can either be a watch standee or day worker.
Oiler / UJE (Unlicensed Jr. Engineer - Make rounds, clean, assist as directed. Usually a watch standee. Can either be a watch standee or day worker.
Wiper - Responsible for cleaning various engine spaces, and to assist as directed. Can either be a watch standee or day worker. Entry Level

STEWARD DEPARTMENT:

Chief Steward/Baker - In charge of steward department, creates daily menus, orders and stock sufficient amounts of food for voyage, cooks, bakes, and prepares food.
Chief Cook - Cooks, bakes and prepare food.
Assistant Cook - Cooks, bakes and prepare food.
GSU/BR (General Steward Utility/Bedroom) - Responsible for cleaning officer's staterooms, and also cleaning of galley areas around meal hours. Entry Level.

--- an old answer to an old question

Of course, besides traveling, one of the biggest attraction of seafaring, is friendship and camaraderie. When you spent six months a year in close quarters with someone, throw in some life threatening situation and you have some great ingredients for a strong, long lasting friendship.

On the other hand...

When you spent six months in close quarters with someone, throw in some life threatening situation and you have some great ingredients for a strong, long lasting dislike for someone.

Ahhhhhhhhhhh the sea. and all it's mysticism, can't beat it. Although I must say, its not for everyone.

 

The sea !

Here are a few excerpts from the US National Ocean and Atmospheric Administration (NOAA) Top 10 Questions about the Ocean

How deep is the ocean? 

The depth of the ocean is remarkably variable, from the surf zones at the world's beaches to the deep ocean trenches. The deepest point in the ocean is generally believed to be in the Marianas Trench in the Western Pacific Ocean at approximately 36,160 feet [11,021 m], according to the Rand McNally Atlas of the Oceans (1977). 

What are tides?

Tides are rhythmic variations in vertical water level and in horizontal water motions (tidal currents) caused by the gravitational pull of the moon and sun acting on the mass of water in the ocean basins.

What is the Gulf Stream? 

The Gulf Stream is an intense ocean current in the western North Atlantic Ocean that is part of the circulation of water in this ocean basin. It flows generally northward along the east coast of the United States from Florida to North Carolina and then veers out into the North Atlantic near Cape Hatteras, NC. The Gulf Stream forms a boundary between the warm waters of the Sargasso Sea and the colder, denser waters of the continental shelf. The Gulf Stream current develops meanders, loops, and bends as it veers away from the coast, so its exact position is variable. Satellite images of the east coast of the US provide visual information about the position of the Gulf Stream. Knowledge of the position of the Gulf Stream is important to fishermen, weather forecasters, Coast Guard search and rescue operations and many others.

 

The land holds more perils for the seaman than the sea.

 

Proceed to read further on . . .

	Maritime Industry Foundation Knowledge Center is a online repository of pertinent information on worlwide commercial shipping and the many aspects of the industry and how they relate.
	A ship's name. This article looks at some of the reasons why a passenger ship's name is what it is. Click here to view liner legends article.
	Here an article, and timeline on the Russian northern ice breaker fleet.
	Classic sea terms. View the modern mariner glossary. Read some of the USCG crew nicknames for their ship.
	Read about marine occurrences from CargoLaw website.  Read the Houston Chronicle's article on seafaring and modern shipping - Lost at Sea. The US Navy keeps records of threats to ships worldwide. World pirate attacks are kept track on the Weekly Piracy Report also check out their world map of Piracy Incidents.
	The Marine Society web site is excellent. Check out their cyber ship area, which follows the LNG ship BP's British Trader, with interesting insight on shipboard life and operation.
	On the website of the British Shipping Bureau, you will find a great deal of information on shipping facts and figures.
	Visit the Canadian Navy, Pacific Fleet's website.
	You will find lots of neat information and history on hovercrafts here.

Un-recognized, you put us in your debt;
Un-thanked, you enter, or escape, the grave;
Whether your land remember or forget
You saved the land, or died to try to save.

--John Masefield
For All Seafarers

	Visit Martin's Library for many other articles.
	Cruise ships and their capacity, click here, from Candy Brock.  On the Cruise Ship Project you will find an interesting webpage about cruise ship design.
	World Ship Society - shipping enthusiast unite !
	Are you a seafarer needing a lawyer? Find out about admiralty law at the Virtual Library. Check out Admiralty Law and Victoria's own Darren Williams's website, both Canadian website on current affairs . More law links: Professor Tetley of Montreal's McGill University has a web site too. In the USA Jones Act Lawyers' website has some resources regarding the Jones act.
	Learn about SBVs (stand by vessels) and other oil industry support ships on ERRVA's website. Learn more about the UK's energy sector, check out the history of petroleum and it's exploration. Click here for a complete glimpse of the UK fishing industry.
	Learn more about Mr. Richard Lowery, a Canadian naval architect.
	Every good sailor should know their knots

I am standing upon the seashore. A ship at my side spreads her white sails to the morning breeze and starts for the blue ocean. She is an object of beauty and strength. I stand and watch her until at length she hangs like a speck of white cloud just where the sea and sky come to mingle with each other. Then someone at my side says, “There, she is gone.”

“Gone where?”

Gone from my sight. That is all. She is just as large in mast and hull and spar, and just as able to bear her freight to her destined port, as she was when she left my side. Her diminished size is in me, not in her. And just at the moment when someone at my side says, “There, she is gone,” there are other eyes watching her coming and other voices ready to take up the glad shout, “Here she comes!”

And so it is in dying.

	Visit PBS' Savage Seas, a well made site about the wild ocean. Try out the wave simulator.
	Here are some sea stories by some old salts. Mostly Naval though. Seamania offers us stories from the merchant mariner's life.
	Visit Greenpeace's site on where ships go to die.
	Merchant navy officer is a web site for UK officers.
	A site much like this one, and from France, another but for deck officers
	Find out about Marine Salvage and the people who do it and their history.
	A Canadian Gov. website highlighting their efforts to combat Marine Pollution
	Check out Internal Fire, a website from an Diesel Engine Museum
	The fine folks at Ontario's Archives & Collection Society keep a library of things nautical
	Lardex is a Norwegian Maritime history website, I am not sure if it is any good, since its all in Norwegian... I think

 Expect the Unexpected

"When anyone asks me how I can best describe my experience of nearly forty years at sea, I merely say uneventful".

"Of course there have been winter gales and storms and fog and the like, but in all experience, I have never been in an accident of any sort worth speaking about.

I have seen but one vessel in distress in all my years at sea......"

"I never saw a wreck and have never been wrecked, nor was I ever in any predicament that threatened to end in disaster of any sort."

from a presentation by E.J Smith, 1907.
On April 14th 1912, the RMS Titanic sank with a loss of 1500 lives.....
one of which was the Master; Captain E.J. Smith.

Seafarers on the net...

	Magpaw is based in Poland, but serves onboard as engineer all over the world and gives us full-ahead.net
	Thomas Yoon from Malaysia offers up Marine Engineer World.
	On Captains Ioannides' you will find much information on Seafaring. This site is geared primarily to the deck side operations.
	Visit Capt. Tinker Taylor's website - entertaining and informative.
	Alberto is a chief engineer with Naviera F. Tapias, he maintains a web site with his point of view - the engine room.
	Lots of stories from the Scuttle Butt.
	BC Ferries crews have their own web site
	Gordon Thumber remembers his 28 years at sea
	Steve Monk's the Bitter End
	Ion Livas from Greece, is leading a team working on the History of Modern Shipping
	The Ancient Mariners of BC website, promotes life after swallowing the anchor
	David Thomas from the UK reminiscence about his experiences at sea
	Capt Marc Van de Velde loves his dredging
	Alex Sinclair expert witness and marine engineer
	Norwegian site Lardex introduces us to shipping history
	Leszek Chybowski is a Marine Engineer with a PHD
	Ieuan Dolby is a prolific writer as well as sailor
	Marc Van de Velde has an excellent website on dredging
	Ebbe Holsting sails mostly with Maersk and on the internets

 

In a ship, you are constantly reminded of how much you depend on your fellow sailors.

- Douglas Reeman

Ships on the web...

	Equasis is an accessible database of vessels under IMO convention, their current and past compliance status along with details on its operators
	The ILO runs this database of abandoned ships and their crews
	The Paris MoU has an interesting website, which features some of their "rust bucket of the month" catch from "port state control" inspection.
	You can check out vessel traffic around the world right from your computer (very cool!) at Sailwx.info.
	Also try Greece based marinetraffic.com AIS display, and US based ShineMicro
	The Canadian Government maintains the Canadian Ship Register online here
	www.boatnerd.com is an excellent source of information on all things Great Lakes
	Tugboat enthusiast society for all things tugs
	Ships and Oil is dedicated to all thing offshore oil - traditional anchor handling / supply to super modern dive ships

 

	CP Honour is feature on this website from cargo cruise enthusiasts
	The Hughes Glomar Explorer used in a massive CIA project
	Tour the tanker MV Front Fighter from Gennadiy Vasilev, excellent website !
	The University of Washington's research vessel Thomas G. Thompson
	NOAA Ship Albatross IV
	Visit the SS Green Valley
	Check out the Princess Anne hovercraft
	Take a tour around ACL's unique RoRo / Container ships
	Visit the Thalassa, a French research vessel
	USS Indianapolis, carried the first atomic bomb
	Check out the salvage of the wrecked Tricolor in the English Channel
	Great Lakes Shipwrecks Research - an historical perspective
	These sister website offer great info on the latest and past projects in the shipbuilding and offshore oil world.
	Tour the Hyundai Mipo shipyard and learn about the shipbuilding process
	Canada's CBC show "The Fifth Estate" report on Canadian ship breaking and their environmental impact
	SeaLaunch firing rockets from the middle of the Ocean
	New York City's Circle Line runs the ex USCG Calypso
	The Dutch dredge MV Seahorse working in the offshore industry
	evegreenfleet.com chronicles the many ships of the Washington State Ferry System
	Holland America Line new ship, Eurodam, being built has its own blog
	Why not pilot your own ship, a simple simulation using Google technology
	MV Polar Prince has an interesting website, check out in particular the compendium of icebreakers in Canada
	Dutchman Kees Helder maintains a great site of ships working for Shell
	Clayton Shipping features various ships

 

 A TRIBUTE TO THE FORGOTTEN MAN


The siren shrieks its farewell note, and proudly on her way,
The brand new giant liner moves in grandeur down the bay.
A marvelous creation, her builder’s joy and pride,
The great hope of her owners as she floats upon the tide.

The passengers in festive mood, ‘mid laughter’ jest, and quip,
With keen delight enjoy the great ship’s maiden trip.
She’s sure to break the record, she’ll do thirty knots or more,
Is the hope of all on board her as she leaves her native shore.

Upon the bridge the Captain, a Skipper proud and bold,
Bedecked in gorgeous raiment’s, navy blue and gold.
All eyes are fixed upon him and its going to his head,
He stops to drop the Pilot, then rings “Full Speed Ahead”.
And “Down Below” the battle starts for the trophy of the seas,
By Engineers, not clad in gold, but greasy dungarees.

On deck the scene is blithe and gay – fair ladies, song, and wine,
But Hell is popping “Down Below”, beneath the Plimsol Line.
The Chief raps out his orders to the men on watch below,
The men obey his mandate, and about their tasks they go.

Steam pressure must not fluctuate, the bearings not run hot,
The revs must not be allowed to drop, to make the thirty knots.
At dinner, on the first night out, the Captain proudly boasts;
“We’ll surely break the record”, as the Gallant Ship he toasts.
But breaking records puts no grey hair upon his head,
His contribution ended when he rung “Full Speed Ahead”.

Through weary days and sleepless nights, to consummate this dream,
The Engineers slave ceaselessly till Ambrose Light’s abeam.
The record has been broken with thirty one point four-
The Captain wears another stripe, he’s now a “Commodore”.

And thus he gets the credit for what other men have done:
He boasts to press and radio, the record he has won.
Neglecting e’en to mention, as he swings his ballyhoo,
The men of Brains, and Brawn, and Guts, who shoved the great ship through.

The moral of this poem then is quite conclusively,
That glory seldom goes to those who win the victory.
So keep this simple thought in mind, about a record trip,
The man behind the throttle, is the man who drives the ship.


B.F. Renz, Marine Engineer
submitted by Adrian Perkins via EMail