This is not morbid, but in a way amusing - you wonder how some of them got there?
http://curiousphotos.blogspot.com/2009/08/marine-accidents-19-pics.html
And here's one of the most amazing ones I read about - the Second Mate thought the radar showed a huge big cloud, de-selected it around 0330, and then handed over watch to the Chief Officer at 4am. Nobody looked at the other radar, nobody looked at the charts, both electronic and paper, and nobody apparently looked outside at the breakers too.
Clear visibility as far as you could see. And then this tanker simply climbed onboard the island. What sort of coffee were they serving on the SICHEM OSPREY, then?
http://maritimeaccident.org/2010/10/sichem-osprey-athol-story-of-pirate-island-clouded-judgement-and-coffee-grounds/
(Thank you, Bob Couttie)
During the investigation, the Second Officer, who was the only passage planner on board since the others weren't competent apparently (????!!!!) did not know if it was a great circle course or a rhumbline, from Panama to Ulsan
http://cdn.tahitipresse.pf/wp-content/uploads/2010/02/clipperton.jpg
Saturday, 13 November 2010
Memories of Suez Canal, '70s
So, the Israelis and Egyptians had just about made up, the canal was re-opened on the 5th of June 1975, and there we were, cream of the Nation, fresh out of the TS Rajendra a few days later on the 7th of June 1975, ready to sail. Scattered like so many dried leaves in the summer winds, 120+ of us went forth to sail under the red ensign. Many of us wanted to sail across Suez, because beyond lay the dreams and delights of Socialist countries, with their welcoming feminine arms and charms.
A dollar and pound went a long way there, so did the rupee, actually. Another story for another day.
Yours truly was lucky enough to be on one of the earliest merchant ships to cross the canal, the date is lost in the diary I kept, which got stolen years later with all the other diaries. There were reports of minor floating mines popping up every now and then, brought to the surface by the wake and churn, and similar explosions, still making the news every now and then, and extra lookouts were posted, without a clue on what we were supposed to do if we did spot sommething looking like an undefined mine floating in front of the ship. Throw a stone at it, no stones, ok, shackle, bolt, piece of dunnage wood?
On the desert side of the Canal (polite word for Israeli side) still lay the remnants of much of the Egyptian Armies hardware, growing older gracefully under the desert sun, a pity digital cameras were not around then.
Here's more of what I remember of the Suez Canal transit . . . I wonder if things have changed?
# Four pilots, each one ate at least 2 or 3 meals and drank half a dozen or more colas, while nibbling constantly at the cookies and biscuits on the bridge. and took back huge bags full of cigarettes, condiments, and whatever else. One even visited the dry provisions room to take a look, and picked up spices as well as "daal" and "basmati rice".
# A "Suez Canal Light" was rescued from the bottom of the rope locker, where it had lain forgotten since the ship was built. The Electrical officer and his assistant workedon it for days, and then we struggled to get it ready, after which, once we were in the canal, it didn't matter if it was used or not. It was heavy.
# The anchorage slots in Port Suez were really tight, and required amazing ship-handling, especially on unwieldy bulk carriers with wide beams. The slot we got would always be somewhere in the middle. Yes, you could buy fresh fish from the boats that swarmed around you, in exchange for old ropes, paint cans, and other scrap.
# Pilots and everybody else would only board and disembark by the gangway. This would include all variety of shopkeepers, who both bought and sold, and at that juncture, did not know the difference between a West German Deutsche Mark and an East German Deutsche Mark. For some reason, they always sold a lot of candies and gum - borrowed from other ships.
# These shopkeepers were also the emergency boat crews, who were supposed to keep their boats ready, but were actually running a great trade in Egyptian souveniers and artefacts. If you wanted something they didn't have (they had these photo albums) then they would deliver at the other end. In a day and age before mobile phones.
# We were like awake and on duty most of the while during transit, which could take a day or so, and the whole issue of fatigue and IMO inspired rest was not a parameter then. Also, keeping the ship in the middle while steering, especially if the ship was on even keel, was very difficult. You needed the best quartermasters on duty then.
# Fine sand got into everything. Even and especially into your nostrils. And for some reason, we would often pick up a pigeon or two hitching a ride towards the Med, once one stayed with us till Poland. Mostly, they would fly away near Gib, fatter for their experience.
# Crossing the South bound convoy, since North bound would be non-stop, was always great fun. Thanks to free rights of innocent passage to everyone, you saw all sorts of ships and flags, merrily next to each other - even if they were at war elsewhere.
I loved the Suez transits, and look forward to doing them again, as well as sailing past Gib. Some day soon, Insha-Allah.
A dollar and pound went a long way there, so did the rupee, actually. Another story for another day.
Yours truly was lucky enough to be on one of the earliest merchant ships to cross the canal, the date is lost in the diary I kept, which got stolen years later with all the other diaries. There were reports of minor floating mines popping up every now and then, brought to the surface by the wake and churn, and similar explosions, still making the news every now and then, and extra lookouts were posted, without a clue on what we were supposed to do if we did spot sommething looking like an undefined mine floating in front of the ship. Throw a stone at it, no stones, ok, shackle, bolt, piece of dunnage wood?
On the desert side of the Canal (polite word for Israeli side) still lay the remnants of much of the Egyptian Armies hardware, growing older gracefully under the desert sun, a pity digital cameras were not around then.
Here's more of what I remember of the Suez Canal transit . . . I wonder if things have changed?
# Four pilots, each one ate at least 2 or 3 meals and drank half a dozen or more colas, while nibbling constantly at the cookies and biscuits on the bridge. and took back huge bags full of cigarettes, condiments, and whatever else. One even visited the dry provisions room to take a look, and picked up spices as well as "daal" and "basmati rice".
# A "Suez Canal Light" was rescued from the bottom of the rope locker, where it had lain forgotten since the ship was built. The Electrical officer and his assistant workedon it for days, and then we struggled to get it ready, after which, once we were in the canal, it didn't matter if it was used or not. It was heavy.
# The anchorage slots in Port Suez were really tight, and required amazing ship-handling, especially on unwieldy bulk carriers with wide beams. The slot we got would always be somewhere in the middle. Yes, you could buy fresh fish from the boats that swarmed around you, in exchange for old ropes, paint cans, and other scrap.
# Pilots and everybody else would only board and disembark by the gangway. This would include all variety of shopkeepers, who both bought and sold, and at that juncture, did not know the difference between a West German Deutsche Mark and an East German Deutsche Mark. For some reason, they always sold a lot of candies and gum - borrowed from other ships.
# These shopkeepers were also the emergency boat crews, who were supposed to keep their boats ready, but were actually running a great trade in Egyptian souveniers and artefacts. If you wanted something they didn't have (they had these photo albums) then they would deliver at the other end. In a day and age before mobile phones.
# We were like awake and on duty most of the while during transit, which could take a day or so, and the whole issue of fatigue and IMO inspired rest was not a parameter then. Also, keeping the ship in the middle while steering, especially if the ship was on even keel, was very difficult. You needed the best quartermasters on duty then.
# Fine sand got into everything. Even and especially into your nostrils. And for some reason, we would often pick up a pigeon or two hitching a ride towards the Med, once one stayed with us till Poland. Mostly, they would fly away near Gib, fatter for their experience.
# Crossing the South bound convoy, since North bound would be non-stop, was always great fun. Thanks to free rights of innocent passage to everyone, you saw all sorts of ships and flags, merrily next to each other - even if they were at war elsewhere.
I loved the Suez transits, and look forward to doing them again, as well as sailing past Gib. Some day soon, Insha-Allah.
Friday, 12 November 2010
Casaulties in the American Merchant Navy during WW-II
++1 in 26 mariners serving aboard merchant ships in World WW II died in the line of duty, suffering a greater percentage of war-related deaths than all other U.S. services. Casualties were kept secret during the War to keep information about their success from the enemy and to attract and keep mariners at sea.++
http://www.usmm.org/
Thanks to http://adventures-of-the-blackgang.tumblr.com/
Indian seafarer jobhunting feedback for owners/operators/managers
Anybody got any more ideas or comments? Identities shall be protected . . .
+++
Here's a collection of feedback from seafarers in context with their life at sea, as well as when they visit the shipping company offices ashore:-
# Ship owners and managers should send more inhouse information, especially as pertains to casaulty reports and also company's internal issues, so that those at sea can remain informed.
# Ship manager and owner offices must have better facilities for seafarers. Sitting in open plan offices discussing terms and conditions is not good. Seafarers must be called into small conference rooms for all pre-joining facilities where those who have business with them can come to them instead of seafarers standing in front of clerks like slaves.
# The first point of contact is usually a security guard, who is familiar with regular shore staff, but usually disrespectful to the seafarer who comes occasionally. This needs to be resolved. Seafarers should be accompanies into offices by specially designated people who will coordinate other issues too.
# General waiting areas for seafarers must be cleaner, as well as provide full facilities for refreshments, beverages and cleaning up. Toilets, especially, must be of high standard. If shipping companies want their offiers to behave like officers, then they need to treat their officers like officers, too.
# Ship owners and managers are sending seafarers to look after investments costing millions of dollars. But at the shipping offices, this simple fact is lost on especially the juniormost staff, who need to be educated and taught as well as trained to be aware that they are there to serve.
# Wages are often the subject of verbal agreements, which are then broken, so that needs to be sorted out. In addition, companies must inform prospective hires that this is the number, gross salary, without trying to fool people with offers of hazy bonuses, and "tax saving" schemes.
# Seafarers too should rely on guidance from their own tax consultants on the best way to save tax. With so many changes coming by way of NRI status and service tax, seafarers working on contract need to be very clear well in advance on possible tax implications.
# Most of all, in the forthcoming days of seafarer shortages, companies must bring in programmes to look after the families of seafarers at sea. It usually will not need anything more than outsourcing such work to specialist agencies, including hospitals.
+++
+++
Here's a collection of feedback from seafarers in context with their life at sea, as well as when they visit the shipping company offices ashore:-
# Ship owners and managers should send more inhouse information, especially as pertains to casaulty reports and also company's internal issues, so that those at sea can remain informed.
# Ship manager and owner offices must have better facilities for seafarers. Sitting in open plan offices discussing terms and conditions is not good. Seafarers must be called into small conference rooms for all pre-joining facilities where those who have business with them can come to them instead of seafarers standing in front of clerks like slaves.
# The first point of contact is usually a security guard, who is familiar with regular shore staff, but usually disrespectful to the seafarer who comes occasionally. This needs to be resolved. Seafarers should be accompanies into offices by specially designated people who will coordinate other issues too.
# General waiting areas for seafarers must be cleaner, as well as provide full facilities for refreshments, beverages and cleaning up. Toilets, especially, must be of high standard. If shipping companies want their offiers to behave like officers, then they need to treat their officers like officers, too.
# Ship owners and managers are sending seafarers to look after investments costing millions of dollars. But at the shipping offices, this simple fact is lost on especially the juniormost staff, who need to be educated and taught as well as trained to be aware that they are there to serve.
# Wages are often the subject of verbal agreements, which are then broken, so that needs to be sorted out. In addition, companies must inform prospective hires that this is the number, gross salary, without trying to fool people with offers of hazy bonuses, and "tax saving" schemes.
# Seafarers too should rely on guidance from their own tax consultants on the best way to save tax. With so many changes coming by way of NRI status and service tax, seafarers working on contract need to be very clear well in advance on possible tax implications.
# Most of all, in the forthcoming days of seafarer shortages, companies must bring in programmes to look after the families of seafarers at sea. It usually will not need anything more than outsourcing such work to specialist agencies, including hospitals.
+++
Full report on the Hanjin Gotherburd/Chang Tong collision
Seldom have I seen such amazing photographs as these. A container ship at 25 knots slices through the midships of a bulk carrier, both were in an end-on situation, clear visibility, classic case of faster vessel altering to port in a TSS, while the slower bulker alters to starboard.
http://www.bsu-bund.de/cln_005/nn_101744/SharedDocs/pdf/EN/Investigation__Report/2008/Investigation__Report__450__07,templateId=raw,property=publicationFile.pdf/Investigation_Report_450_07.pdf
Worth the visit, if only for the photos.
http://www.bsu-bund.de/cln_005/nn_101744/SharedDocs/pdf/EN/Investigation__Report/2008/Investigation__Report__450__07,templateId=raw,property=publicationFile.pdf/Investigation_Report_450_07.pdf
Worth the visit, if only for the photos.
Piracy in Indonesian waters . . .
Here's an email from a batchmate, laconic, matter of fact. Identities, ship, company name protected and held back for obvious reasons.
""Hi Veeresh.Yes the vessel was attacked in Indonesian waters. Nothing serious. They just stole some cash and laptops from 4 crew members including myself. Where are you these days. I hope to meet you in the next get together. In case you come to . . .""
These are not just the salts of the seas, but the salts of the earth. Salute, batchmate buddy - and this was a huge tanker in ballast.
Piracy is an issue not just in the Gulf of Aden or Somalia, but in many other parts of the world, and India is increasingly not immune. A crude oil tanker was attacked just about 340 miles west of New Mangalore, with a mother ship suspected to be about 14 miles away. And as I write this, news comes in that the HANNIBAL II was hijacked from close to the Indian coast while en route Malaysia to Suez.
An Indian Master Mariner's account of being held on a hijacked ship can be found here:-
http://www.daijiworld.com/chan/exclusive_arch.asp?ex_id=994
There is no dearth of reportage on the internet, but very few first person reports, and I look forward to seafarers sending me their views as well as accounts. Identities will be protected.
""Hi Veeresh.Yes the vessel was attacked in Indonesian waters. Nothing serious. They just stole some cash and laptops from 4 crew members including myself. Where are you these days. I hope to meet you in the next get together. In case you come to . . .""
These are not just the salts of the seas, but the salts of the earth. Salute, batchmate buddy - and this was a huge tanker in ballast.
Piracy is an issue not just in the Gulf of Aden or Somalia, but in many other parts of the world, and India is increasingly not immune. A crude oil tanker was attacked just about 340 miles west of New Mangalore, with a mother ship suspected to be about 14 miles away. And as I write this, news comes in that the HANNIBAL II was hijacked from close to the Indian coast while en route Malaysia to Suez.
An Indian Master Mariner's account of being held on a hijacked ship can be found here:-
http://www.daijiworld.com/chan/exclusive_arch.asp?ex_id=994
There is no dearth of reportage on the internet, but very few first person reports, and I look forward to seafarers sending me their views as well as accounts. Identities will be protected.
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