INTERNATIONAL SEAFARERS DAY - Address by Chief of the Naval Staff

Honourable Union Minister for Shipping, Shri GK Vasan, Secretary, Ministry of
Shipping, Shri K Mohandas, Director General Shipping, Dr. SB Agnihotri, distinguished
members of the shipping industry, fellow seafarers, members of the media, esteemed
guests, ladies and gentlemen.
At the outset, I thank DG Shipping, Dr. SB Agnihotri, for inviting me to deliver the
keynote address today. As a seafarer myself, I am happy to be in the presence of others of the fraternity on this important occasion. As all of you are aware, seafarers have facilitated maritime trade, civilisational contacts and new discoveries since time immemorial, even at the cost of enduring difficult conditions and facing grave physical hazards.
Modern seafarers are no different. They form a crucial element of the global
economic system, while braving risks, pressures and hardships that are unique to a life at sea. As the Secretary General of the International Maritime Organisation (IMO), Mr.Efthimios Mitropoulos said, without the contribution of seafarers, half the world would freeze and the other half would starve. I am therefore happy that the critical contribution of seafarers to global trade, international stability and the civil society as a whole will be celebrated as the ''Day of the Seafarer'' on 25 June every year. I applaud the decision of the IMO and International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) that made this possible.
You are all aware that historically, India has been a seafaring nation with trade
and commerce at the forefront of her maritime endeavour. In fact, Indian trade was so extensive around 70 AD that the Roman Governor, Pliny the Elder, wrote that as many as 125 Indian ships usually lay in the ports of Egypt and Rome. As late as the fourteenth century, Marco Polo remarked that Indian ships were built to last a 100 years, and that some were large enough to require crews of 150 to 300 men. India’s share of world economy was nearly 30% from 1 AD to 1200 AD. By 1700 AD, it had reduced to 24%, and owing to the measures taken during British occupation, Indian merchant marine declined further. Against about 34,500 Indian ships that entered and cleared Indian ports in 1857, only about 1700 did so in 1900. Mahatma Gandhi summed it up thus: ‘Indian shipping had to perish so that British shipping might flourish’. By 1947, Indian merchant marine had declined to only 11 oceangoing ships and a total tonnage of only about 73000. In retrospect, the decline in maritime activity from about 1200 AD translated into our inability to contest European control of the Indian Ocean in the eighteenth century.
Today, after nearly two centuries, resurgent India marches ahead to reclaim her
historical maritime stature and take her rightful place in the comity of nations. Maritime trade is the key enabler of our economic growth and the modern seafarer as its facilitator occupies centre stage in our nation’s prosperity. Currently, we have a total of 349 oceangoing and 722 coastal ships; nearly 6% of the seafarers plying the ocean routes are Indian; about 90% of our international trade is carried by sea; and millions of Indians rely on ships to transport a great multitude of commodities, fuel, foodstuffs, goods and products that touch their daily lives. It, therefore, gives me great pleasure to pay tribute to Indian seafarers for their substantial contribution to national development.
At the same time, this occasion provides us opportunity to deliberate on a
contemporary issue of great relevance to the seafaring community - the rise of the
scourge of piracy.
Maritime piracy demands concerted international attention today not only because
it enmeshes security perceptions with complex socio-economic, legal and humanitarian
issues, but also because it threatens the shipping industry seriously. It is only
appropriate, therefore, that the IMO has declared "Piracy: Orchestrating the
Response" as the theme for World Maritime Day 2011.
This distinguished audience would know that piracy is not a modern phenomenon.
The Roman lawmaker, Cicero, termed it ‘a crime against civilisation’ about 2000 years ago. While piracy figures prominently in the annals of many European tales, its occurrence off the Horn of Africa finds historical mention, with the classical Greek text,Periplus of the Eritrean Sea, and Ptolemy’s classic, Geographia, revealing its existence in 1 AD and 150 AD respectively.
The Gulf of Aden-Somalia region is notorious once again today, as the dominant
hotspot for piracy. In 2011, there have been a total of 243 piracy attacks worldwide
resulting in 26 hijackings, of which 21 have occurred off Somalia. Today, Somali pirates hold a total of 20 vessels and 451 personnel hostage. Navies of several nationalities have been deployed in the region since 2008 on anti-piracy duties. Today, between 30 and 40 warships patrol these waters, revealing that their presence has brought down the success rates of hijacking in 2009 and 2010.
The economic cost of piracy, from waylaid vessels, delayed shipments and idle
crews is substantial. Ransoms, insurance premia, deterrent equipment, re-routing of
vessels, piracy prosecutions, and running costs of anti-piracy organisations add to the economic burden. It is estimated that maritime piracy costs the world economy about $12 billion each year. This is substantial.
The manner in which the other piracy hotspot - South East Asia - tackled this
problem holds out a lesson for the Horn of Africa. The pirate activity reported in the South China Sea and the Straits of Malacca and Singapore in the late 1990s and the early part of this century saw significant reduction owing to a series of measures conceived and implemented with the co-operation and support of littoral states. The Malacca Strait Patrols launched jointly in 2004 by Indonesia, Malaysia, Singapore and Thailand, was one important measure. The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia or ReCAAP, of which India is a member, was another that curbed piracy through effective information sharing. Such initiatives highlight that piracy is best tackled as a shared security threat and a multilateral challenge. That more than 25 countries are participating in anti-piracy efforts
off the Horn of Africa highlights its continuing international character.
The response of the international community on piracy is therefore based on
collaboration, which is best represented by the work of the Contact Group on Piracy off the Coast of Somalia, or CGPCS, the principal forum for international cooperation and information-sharing, under the aegis of the United Nations. The CGPCS was created in 2009, pursuant to UN Security Council Resolution 1851. Following its first meeting in 2009, four Working Groups were established to address military and operational coordination, capacity building, judicial matters, shipping self-awareness and public information.
It is widely understood that the ultimate solution to piracy does not lie at sea.
Piracy at sea is only the manifestation of socio-political inequalities and insecurities ashore. As UN Secretary General Ban Ki Moon said, “Piracy is not a water-borne disease”, but a spill-over of governance deficit, complex socio-economic dynamics and lawlessness. However, it is a fact that the international community needs to contain the spread of piracy and render the high seas safe from its adverse impacts.
Let me briefly touch upon five issues that need to be addressed in doing so.
The first pertains to legal conviction of apprehended pirates. India is currently
guiding nearly 120 pirates through a judicial process. Whereas naval operations can
prevent piracy attempts or apprehend pirates at sea, their conviction by courts of law is important to reinforce the sense of security amongst those who put to sea legitimately and deter those who do so otherwise. Many navies adopt a ‘catch and release’ methodology that feeds pirates back into the system because they lack legal provisions to initiate action against them. The absence of a common legal policy amongst nations inevitably hinders the international objective of stamping out maritime piracy.
Second, a vast majority of those apprehended constitute lower-end operatives,
whereas there are no means to catch ‘bigger players’. International effort must address this shortcoming and evolve mechanisms to target the handlers, planners, managers and financers of the long and elusive piracy chain.
The third challenge pertains to ransoms. Refusal to pay ransoms is not in the
interest of hostages. However, it is a sad reality that the lure of large sums of money has a corruptive influence and drives the economically or socially marginalised towards crime. It also reinforces piracy and upward spirals of ransom demands. Higher demands lead to protracted negotiation, resulting in increased human suffering. In fact, a striking feature of Somali piracy has been hostage-taking for ransom, which perhaps makes it akin to maritime kidnapping. Unlike pirate attacks in the Straits of Malacca or off the coast of Nigeria, where ships are boarded with the intent of armed robbery, Somali pirates take merchant ship crews as hostage with a demand for ransom. This is possible
because pirates find sanctuary in Somalia and its territorial waters and can hold hijacked ships there for indefinite periods awaiting termination of ransom negotiations. Today, the average duration of negotiation has increased. While the average captivity period was 55 days in 2009, crews are now being held for as long as three to four months. In the recent case of MV Suez, the ship and her crew were in captivity for over 300 days.
While piracy tends to be discussed only in economic terms, of serious concern are
its human dimensions - the trauma experienced by seafarers and their families during
periods of captivity. There is evidence that a number of seafarers held captive are illtreated.
The suffering endured by such seafarers is immeasurable and recent instances
of violent assault and torture deserve the severest condemnation. This is a new trend and a serious concern for us seafarers.
Fourth, hostage situations demand a coherent policy response. However, the
global nature of modern shipping presents to this an unintended challenge. A ship today may be owned by a company in one country, fly the flag of another, charter for a company in a third, and have a crew representing many other nations. Not the most ideal condition. As a consequence, responses to a hijack take more time than desirable to crystallise, owing to complex inter-governmental and interagency consultations.
The fifth issue - one that reveals a sense of encouragement - is that many ships
have escaped capture by implementing preventive and self-protection measures
recommended by the IMO and the shipping industry. The industry needs to ensure that
such measures are widely implemented. Its comprehensive guidance document,
commonly known as "Best Management Practices" for merchant ships, suggests
methods and measures to prevent, deter and defeat pirate attacks. Surveys suggest that ships that conform to these are far less susceptible to pirate attack. For instance, operating at high speeds or with higher freeboards, or with crews taking shelter in "Safe Houses" or "Citadels" during attacks has proven to be successful in preventing hijack in several cases. In fact, in my view, provision of a "Safe House" or "Citadel" is an extremely effective self-protection measure against piracy and I have repeatedly recommended it for implementation onboard all Indian flagged ships. Use of armed guards by ships is another means of improving their onboard security. A policy for deploying armed security guards on Indian flag ships is being examined by the Government and would provide a credible measure of protection, once implemented.
But I emphasise that such personnel will need to be security-cleared and well-trained before being positioned as armed guards on our merchant ships.
While we grapple with these five issues at multiple levels, the Indian Navy
continues to spearhead the nation’s anti-piracy endeavour. The Navy is an active
participant in anti-piracy operations in South East Asia as well as off the Horn of Africa.
We also have a ship deployed continuously in the Gulf of Aden that has escorted more
than 1600 merchant ships safely thus far, including about 190 Indian flagged ships. It is a matter of great satisfaction for us that no ship under Indian Navy escort has been hijacked till today. The Navy collaborates actively with other maritime forces in the region to co-ordinate anti-piracy assistance and provide credible military presence to deter piracy and maritime terrorism.
There may not always be the physical presence of an Indian warship at the scene
of any incident. However, I would like to assure you that our Operations Room is on a 24X7 alert and constantly tracks the movements of merchant ships in the area,
particularly those released from captivity. We are also in constant touch with other
navies operating ships in the region – and the nearest warship, irrespective of
nationality, is requested to offer assistance, when required, and all navies have been most forthcoming.
Our Navy is also an active participant in the Working Group on Military and
Operational coordination at the CGCPS.
In end 2010, it became clear to naval analysts that pirates had changed their
tactics and began using hijacked merchant ships as mother ships to carry out attacks at
ranges as extended as about 1000 nm from the Somali coast. This manifested in the
form of increased piracy incidents in an area West of the Lakshadweep Islands in Nov-Dec last year. In response, the Navy increased its anti-piracy deployment in the area significantly, and as a consequence, intercepted four pirate mother ships, apprehended 120 pirates and rescued 43 hostages in 2011. One can say with certainty today that because of the Navy’s proactive approach, piracy incidents East of 65°E Longitude have decreased by nearly 70%.
We in the Navy understand that as a leading seafaring nation and a net security
provider in the Indian Ocean, India has significant stake in preserving the freedom of the seas. I take this opportunity to assure our seafaring community that the Indian Navy will continue to do its utmost to ensure the safety of our seafarers and our seaborne commerce, and protect national and international shipping and other forms of maritime activity in our waters.
I once again laud the tremendous role played by our seafarers in sustaining the
nation’s economic lifelines and in staying at the frontline of our battle against seaborne threat and piracy. Their welfare and safety must be of priority to us. I commend the DG Shipping for his determination to bring this issue to prominence in 2011 and reiterate my personal support to this important initiative.
With these words, I thank DG Shipping for giving me this opportunity to be here
today and wish the organisers of this important event all success in their endeavours.
Thank you. Jai Hind.

COSTA CONCORDIA - THE ODER SIDE OF TRUTH

What Really Killed Costa Concordia’s Passengers?

Captain Schettino has received a lot of criticism in the mainstream press and, possibly, even more from industry insiders for abandoning ship before the last passenger was safe. An important question is not being asked however… would his presence on the bridge have saved lives?

The answer is likely no.

Abandoning ship may have been unconscionable but it was certainly not a lethal decision. This post hopes to identify those mistakes made which directly resulted in loss of life, but also come to the defense of the Captain by identifying what actions did, in fact, save human lives.

Of note, the following comments are made with input from ship captains and maritime experts based on the evidence now available. But its not until the “black box” is analysed and the investigation complete that we can determine the true causes of this disaster. What you are about to read are the best guesses of ship experts.
The First Fatal Mistake

Accidents are a result of many small events which latch together to form an incident chain. Taken separately, each mistake is minor but when strung together, they lead to disaster. Remove one link, one minor mistake along the timeline, and the chain is destroyed… disaster is avoided. It is beyond the scope of this article to reach back and uncover each mistake that was made, mistakes that reach back well before the vessel was even designed. I only mention this because the first major failing may sound small to some, but it’s critically important to the safe operation of ship.

The first fatal mistake was likely in the training of the bridge crew. The job of the captain is to give orders and the crew must accept even foolish ones, but it’s the understanding and execution of these orders which is most important.

When Captain Schettino ordered a “flyby” of the local port, it was the mate on watch’s responsibility to lay the course line down on the chart, check for hazards and advise the captain of obvious dangers. Once underway, it’s the mate’s job to follow the planned route and monitor any identified hazards.

“Flyby’s” or “showboating” maneuvers are in-fact dangerous, but are preformed every single day by countless ships around the world. So why did this one run aground?

The most likely answer is the mate on watch got distracted and missed the turn. This is easy to do with today’s reliance on a myriad of electronic navigation devices and the distraction that comes from phone calls to the bridge, logbook entries and, yes, sometimes the call of Facebook updates streaming into a cell phone.

We do not know why the mate on watch missed the pre-assigned turn, maybe it wasn’t laid out on the chart in the first place or maybe the Captain ignored the course line, we don’t know, but the turn was missed.

A classic failure of bridge resource management and crew training.
The Second Fatal Mistake

Slow down!

We hear those words everyday, but in our cars and at work, may of us ignore them. Moving fast is ok most of the time, but not when you’re in trouble. Once the turn was missed the ship should have slowed down. This is not a simple task on a 114,147 ton moving object, it requires backing down on engines and can result in uncomfortable motions that would disturb the passengers.

But it’s essential.

Once the turn was made the ship should have slowed down. But it didn’t.
The Middle

Many mistakes were made during the next few minutes but none of them fatal. Cruise ships run into rocks and reefs on a semi-frequent basis (it happened just last week here in the US) and most people survive. Even aboard the Titanic, there was enough time to save most lives if enough lifeboats had been available. Mistakes happen. The captain could have sent out a distress signal, he could have loaded all the lifeboats and taken a number of other positive actions, but I believe those actions would not likely have saved many lives..

The most critical factor in disasters is time. Time slows down in the mind of those witnessing disaster, but the real clock, the one on the wall, keeps ticking. Only so much can be done and the captain himself can give nothing but orders.
The Third Fatal Mistake

One hour and twenty five minutes after the point when the Costa Concordia missed that first critical turn she ran aground on the beach of Giglio island and, in doing so, the third – and possibly most fatal – mistake was made.

A slowly sinking ship that’s relatively stable and close to shore is not intrinsically dangerous. Yes, you want to get the passengers off before she sinks but you still have time to preform the rescue. What is dangerous is a listing ship!

When a ship lists past 5 degrees she becomes exceedingly dangerous (check out this video). The smooth steel decks turn into slides that propel equipment and people down it at a high rate of speed. It’s common practice to beach a sinking ship for two reasons. First, it brings the ship closer to shore allowing people to swim to safety (which they in fact did in this case) and limits the time of those who jump overboard from being in the cold water. Second, grounding the ship prevents her from sinking which can allow you more time to rescue those stuck inside her damaged hull.

Some even praise Captain Schettino for running the Costa Concordia aground, but this decision was flawed.

When a ship is grounded to prevent her from sinking, the typical maneuver is to point her bow toward a sandy point on the charge and drive her ahead. This was not possible here because the ship had lost propulsion. Instead the ship was driven by thrusters (or current, the facts remain unclear) sideways toward the beach. When the keel hit bottom her 114,147 tons of steel continued to have momentum but, because she was moving sideways (all sway with very little surge or yaw), the momentum didn’t propel her further onto the beach, rather it seems to have caused her top-heavy build to “trip over itself”.

The ship’s stability was already reduced by the free communication of water into the ship at the area of damage. Grounding reduced the stability further. When the keel touched bottom the center of gravity moved from inside the ship down to the keel. Just watch a toy ship in the bath as you let out the water… once the toy ship’s keel touches the bottom of the tub the ship tilts over.

Why does a ship list to starboard when all her damage is on the port side? This could have been caused by emergency ballasting procedures (pumping water into the starboard side to compensate for the water entering to port) but the more likely answer is that by grounding her starboard-side-to the beach the ship’s momentum pulled her over to starboard.

This was the most critical mistake!
Cougar Ace

Listing Car Carrier Cougar Ace

In 2006 the massive car carrier Cougar Ace grounded on rocks in a remote section of Alaska. The damage was extensive but all crew members were able to escape to safety. A fatality did happen, as Joshua Davis so eloquently discovered in his article about the disaster, but not for days after the incident. The death did not occur in the storm or escape from the ship, it happened in calm seas when a salvage expert accidentally skid down her heavily listed decks.

Heavy lists aboard ships are dangerous and, in this case, could likely have been avoided if, rather than beaching the ship, Captain Schettino had anchored her in close proximity to the shore.

Recruitment Scams Every Mariner Should be Aware Of

                                                    
Employment scams can be a pretty nasty thing considering the kind of advantage the fraudsters can take of unnoticing people and what you stand to lose. If you are a mariner, there are several recruitment scams that could take you for a ride. Prudence is your only defense.

Mariner world  brings to you six types of recruitment scams which are widely prevalent in the maritime market.

1.       False agency
One of the most unfortunate events in a job hunt would be to run into a promising job agency that offers you a dream job, only to find out it was in fact bogus. A “phoney” agency would have everything to pass off as a real one- official looking website, contact numbers, email addresses but it would be a maze of never ending search.
Such a website is most likely to flaunt many promising job offers, not to mention a glowing past record of successful recruitments. On the flip side, an agency looking a bit too guarded with box numbers and distant addresses and no real contact information can also be just as fake. If that’s what you have run into, you might want to hit the ‘look- closely’ button.  Check for the email address and the domain. If the agency or the company uses a free email service (eg: yahoo, gmail, MSN etc) then you should know it’s not what you think it is.

2.       Pay before you get a job
All employment scams involve people being sliced off for their hard earned money. Fake companies and fraudsters thrive on people’s desperation to find a well suited job. This is their way of rubbing you of valuable bucks. This is often done in name of

• Procedure

• admission fee

• recruitment fee

• air fares

• visa

• work permit

•  security for the job

• Payment for forwarding resumes to companies

In most cases, you would be promised your money back on receiving the job. That has never happened. When an agency seeks money for any kind of services, you should know something is fishy. Such recruitment scams may promise you a lucrative job. However, what is important to know is that under international Maritime convention, you cannot be asked to pay for a job before you actually get it. A company doing that is most probably not even a company.

3.       Posting Resume on a website
A website allowing you to post your resume on it for free is most likely running a work scam and not a social worker. This fraud aims at collecting people’s job information which can later be sold to the employers. This is where the profit for the scam runners comes in while both the other parties are left with nothing in their hands. At some stage, they will convince you that you are just one step away to getting your job. Of course, that one step could require you to pay up.

4.       ‘900’ number scam
A rather uncommon but no less malicious cruise job scam could rip you off a huge sum with nothing in return. Many of fake websites or agencies often prompt their ‘victims’ to call a ‘900’ number. These numbers charge a greater sum for each call. Fraudsters scam off their profit by making unknowing people call such numbers often, even making them wait deliberately. The big bucks that would later be paid by you in phone bill for these calls would grease the scam runners’ palms.

5.       Non-existent job offers
Many times, you could be presented fake job opening by posting them on websites. These openings are often links to other websites or sometimes even print outs from papers and other places. Everything would seem great. The only bummer might be that those jobs might no longer be available.
Making fake job openings or using older ones is what keeps this work scam going. This is most typical in marine jobs. Look closely for more authentic information mentioned on the websites. Also run a back ground check of your own before you give into such a scam.

6.       Reveal it all scam
Another scam every marine should watch out for is where your personal information is asked as a part of the recruitment process. This cruise job scam could ask you for your personal information including bank details (in name of making direct payments at later stages), sometimes even asking for your passports and seafarers certificate.
This is a part of a much bigger scam that aims at identity theft, not to mention spamming your inbox with useless updates of job offers. Such work scams later provide crucial information for much bigger scams, and a whole lot of mess to deal with, not to mention a job which was in fact where it all started from.
                                                                              

Marriage -- Married or not… you should read this.

Married or not… you should read this.


“When I got home that night as my wife served dinner, I held her hand and said, I’ve got something to tell you. She sat down and ate quietly. Again I observed the hurt in her eyes.

Suddenly I didn’t know how to open my mouth. But I had to let her know what I was thinking. I want a divorce. I raised the topic calmly. She didn’t seem to be annoyed by my words, instead she asked me softly, why?

I avoided her question. This made her angry. She threw away the chopsticks and shouted at me, you are not a man! That night, we didn’t talk to each other. She was weeping. I knew she wanted to find out what had happened to our marriage. But I could hardly give her a satisfactory answer; she had lost my heart to Jane. I didn’t love her anymore. I just pitied her!

With a deep sense of guilt, I drafted a divorce agreement which stated that she could own our house, our car, and 30% stake of my company. She glanced at it and then tore it into pieces. The woman who had spent ten years of her life with me had become a stranger. I felt sorry for her wasted time, resources and energy but I could not take back what I had said for I loved Jane so dearly. Finally she cried loudly in front of me, which was what I had expected to see. To me her cry was actually a kind of release. The idea of divorce which had obsessed me for several weeks seemed to be firmer and clearer now.

The next day, I came back home very late and found her writing something at the table. I didn’t have supper but went straight to sleep and fell asleep very fast because I was tired after an eventful day with Jane. When I woke up, she was still there at the table writing. I just did not care so I turned over and was asleep again.

In the morning she presented her divorce conditions: she didn’t want anything from me, but needed a month’s notice before the divorce. She requested that in that one month we both struggle to live as normal a life as possible. Her reasons were simple: our son had his exams in a month’s time and she didn’t want to disrupt him with our broken marriage.

This was agreeable to me. But she had something more, she asked me to recall how I had carried her into out bridal room on our wedding day. She requested that every day for the month’s duration I carry her out of our bedroom to the front door ever morning. I thought she was going crazy. Just to make our last days together bearable I accepted her odd request.

I told Jane about my wife’s divorce conditions. . She laughed loudly and thought it was absurd. No matter what tricks she applies, she has to face the divorce, she said scornfully.

My wife and I hadn’t had any body contact since my divorce intention was explicitly expressed. So when I carried her out on the first day, we both appeared clumsy. Our son clapped behind us, daddy is holding mommy in his arms. His words brought me a sense of pain. From the bedroom to the sitting room, then to the door, I walked over ten meters with her in my arms. She closed her eyes and said softly; don’t tell our son about the divorce. I nodded, feeling somewhat upset. I put her down outside the door. She went to wait for the bus to work. I drove alone to the office.

On the second day, both of us acted much more easily. She leaned on my chest. I could smell the fragrance of her blouse. I realized that I hadn’t looked at this woman carefully for a long time. I realized she was not young any more. There were fine wrinkles on her face, her hair was graying! Our marriage had taken its toll on her. For a minute I wondered what I had done to her.

On the fourth day, when I lifted her up, I felt a sense of intimacy returning. This was the woman who had given ten years of her life to me. On the fifth and sixth day, I realized that our sense of intimacy was growing again. I didn’t tell Jane about this. It became easier to carry her as the month slipped by. Perhaps the everyday workout made me stronger.

She was choosing what to wear one morning. She tried on quite a few dresses but could not find a suitable one. Then she sighed, all my dresses have grown bigger. I suddenly realized that she had grown so thin, that was the reason why I could carry her more easily.

Suddenly it hit me… she had buried so much pain and bitterness in her heart. Subconsciously I reached out and touched her head.

Our son came in at the moment and said, Dad, it’s time to carry mom out. To him, seeing his father carrying his mother out had become an essential part of his life. My wife gestured to our son to come closer and hugged him tightly. I turned my face away because I was afraid I might change my mind at this last minute. I then held her in my arms, walking from the bedroom, through the sitting room, to the hallway. Her hand surrounded my neck softly and naturally. I held her body tightly; it was just like our wedding day.

But her much lighter weight made me sad. On the last day, when I held her in my arms I could hardly move a step. Our son had gone to school. I held her tightly and said, I hadn’t noticed that our life lacked intimacy. I drove to office…. jumped out of the car swiftly without locking the door. I was afraid any delay would make me change my mind…I walked upstairs. Jane opened the door and I said to her, Sorry, Jane, I do not want the divorce anymore.

She looked at me, astonished, and then touched my forehead. Do you have a fever? She said. I moved her hand off my head. Sorry, Jane, I said, I won’t divorce. My marriage life was boring probably because she and I didn’t value the details of our lives, not because we didn’t love each other anymore. Now I realize that since I carried her into my home on our wedding day I am supposed to hold her until death do us apart. Jane seemed to suddenly wake up. She gave me a loud slap and then slammed the door and burst into tears. I walked downstairs and drove away. At the floral shop on the way, I ordered a bouquet of flowers for my wife. The salesgirl asked me what to write on the card. I smiled and wrote, I’ll carry you out every morning until death do us apart.

That evening I arrived home, flowers in my hands, a smile on my face, I run up stairs, only to find my wife in the bed - dead. My wife had been fighting CANCER for months and I was so busy with Jane to even notice. She knew that she would die soon and she wanted to save me from the whatever negative reaction from our son, in case we push through with the divorce.— At least, in the eyes of our son—- I’m a loving husband….

The small details of your lives are what really matter in a relationship. It is not the mansion, the car, property, the money in the bank. These create an environment conducive for happiness but cannot give happiness in themselves.

So find time to be your spouse’s friend and do those little things for each other that build intimacy. Do have a real happy marriage!

If you don’t share this, nothing will happen to you.

If you do, you just might save a marriage. Many of life’s failures are people who did not realize how close they were to success when they gave up.”

I saw this on the internet.. I thought I would share this for all of you.

F1 in India

F1 in India: Tickets, Venue and Info

Formula 1, the greatest sport on planet Earth, according to some, is coming this year to the Indian soil. Yes, there is a Formula 1 track here in India, and it’s kind of close to where I live. Yet, I haven’t managed to see the 5.1 km track with my own eyes, which is bad of course.

Some info about the track that’s located about 40 kilometers from New Delhi and will soon be hosting India’s very first Formula 1 race on October 30. The circuit is part of the Jaypee Green Sports City, which will also have a Golf-course, a cricket stadium, a hockey stadium and a Sports Academy. And that is all true, I did not make any of that up, I believe India is thinking about sports and not just Cricket.
The F1 track has been designed by the circuit architect Hermann Tilke, who also designed the circuit in Abu Dhabi and two more circuits that I don’t know about. Of course I could’ve Googled it, but I’m sure you’re going to do it anyway, if you’re interested.
So, the track has been completed and has been approved by some officials from the Formula 1 department wearing suits. Hence the date has been set, finally, which means that we can all go watch a Formula 1 race live, about 1,50,000 of us. The circuit is located somewhere around Sector 25 of Greater Noida and is called the Buddh International Circuit. Below is the complete address if you plan on snooping around;
Sector 25, YEIDA Dankaur,
Greater Noida, U.P., India
There are about two long stretches and 15 fairly difficult corners that will test both the drivers and the cars. Oh, and also how tough the track is, hope they haven’t used the same material used in regular Indian roads.
You can buy the tickets for Indian stage of Formula 1 Grand Prix from BookMyShow, with prices starting from INR 2500 and going all the way up to INR 35,000.
I will see you there, if you let me know who you are!!

A Book Of Memories

Hidden in the attic,
all the way upstairs,
is something very special,
that I would like to share.

My hopes,
my dreams,
old photographs,
of good times and bad times that make me    laugh.

The joy of a hug,
the thrill of a kiss,
leaves me to remember the pure, simple bliss.

I cry for the fun,
and giggle for the pain,
I enjoyed the good life I was able to maintain.

The thoughts and wishes,
they all stay with me,
all of these contained in my book of memories.

SPORTS PARACHUTING : SKYDIVING

Parachuting is an activity involving a preplanned drop from a height using  an aerial platform and a deployable parachute.One type of parachuting is Ram Air (Square) commonly known as skydiving parachute, which is recreational, also called sport parachuting.

Typically, a trained skydiver and a group of associates meet at an isolated airport, referred to as a Drop Zone Landing Area. A operator at that airport usually operates one or more aircraft, and takes groups of skydivers up for a fee. In the earlier days of the sport, it was common for an individual jumper to go up in a light aircraft now bigger aerial platforms are also used for skydiving.

The jump involves individuals jumping out of aircraft usually an airplane, but sometimes a helicopter or even the gondola of a balloon, and free-falling for a period of time before activating a parachute Opening to land down at safe speeds.

Once the parachute is opened, (usually the parachute will be fully inflated by 3,000 ft). the jumper can control his or her direction and speed with cords called Steering Lines, with hand grips called Toggles that are attached to the parachute, and so he or she can aim for the landing site and come  in a safe landing environment. Most modern sport parachutes are self-inflating Ram-Air wings that provide control of speed and direction, to the sports person.

By changing the shape of the body, a skydiver can do turns, forward motion, backwards motion, and many other manuvers.  Experienced skydivers will tell someone that in freefall, one can do anything a bird can do, except go back up.
There are several ways one can get started in this sport and make a first jump.

1. Static Line : In parachuting, a static line is a cord connecting the deployment bag of the parachute to the aircraft from which the parachutist jumps. After Existing out the aircraft, this short line pulls the parachute deployment bag from its container. After that, the parachute deploys. The static line separates from the parachute, and remains in tow behind the aircraft. It is subsequently pulled in and stowed away by the Jumpmaster. Static lines are used in order to make sure that a parachute is deployed immediately after leaving the plane, regardless of any actions taken by the parachutist, however the parachutist must adopt and maintain a suitable body position throughout deployment to minimise the chances of a parachute malfunction, and twists.

2. Tandem : Tandem skydiving refers to a type of skydiving where a novice skydiver, student or passenger is connected with a harness passenger to an experienced skydiver,Tandem Master or andem Instructor. The instructor controls the whole jump from exit through free fall, opening the parachute, piloting the canopy, and landing. The student needs only little instructions and briefing before making a Tandem Skydive.

3. Accelerated Free Fall : Accelerated Freefall (AFF) : is also a method of skydiving training. It has replaced static line progression as the most common method of training skydivers. Two or more instructors assist the student during free fall and deployment of the parachute.

IPF is not able to conduct Tandem Skydiving and AFF frequently because of the limiting factors of the small aircrafts and high cost of operation of bigger aircraft/ helicopter.
Despite the perception of dangers, in aerosports fatalities are rare. In our organization we try to minimize the risk factor by taking adequate steps for safety. We believe that proper training, use of standard equipment with safety Devices substianally reduce the risk. As on date we are proud of our safety record with no incident/ accidents and no injury to any of our trainees. Most of the trainees are civilians with no parachuting background.

In IPF has conducted Parachute jumps. It is mandatory that all skydivers  carry  two parachutes one Main, one Reserve attached to a single harness inspected and packed by an experienced  parachute packer (Rigger). It is mandatory for all skydivers to use an Automatic Activation Device (AAD) that opens the reserve parachute at a safe altitude in the event of the jumper failing to activate the parachute himself or herself. 

Beware merchant navy aspirants

South Delhi police have arrested a 28-year-old ex-deck officer for allegedly duping 70 merchant navy aspirants of over Rs 1 crore. Police said Vikas Kumar, from Sheikhpura district in Bihar, had promised the students admission in top institutes in Kolkata and Mumbai that provide General Purpose Rating (GPR) Course for merchant navy. Police said they have also recovered Rs 1.9 crore from Kumar's possession. He was arrested from Ranchi.

Police said he was hiding in his in-laws' house there and had switched off his mobile phone and had stopped checking his e-mails.

The police complaint was lodged by Vinod Rana, director of IPMT, IPSR & IPSR Maritime, Chhatarpur. Rana told the police that the accused had approached him claiming that he shares good rapport with training institutes in Kolkata and Mumbai and that he can get admission to his students for coastal training.

Chhaya Sharma, Deputy Commissioner of Police (south), said Kumar had told Rana that he had good liaison with METRI-Maritime Educational Trainee and Research Institute in Kolkata.

"In the months of April, May and June this year, Rana sent the accused to Kolkata and Mumbai for admission of his students. Kumar asked Rana to send 70 students to Kolkata and transfer Rs 1.5 crore, needed for the admission process, into his two different bank accounts. The students and the principal went to Kolkata later but did not find Kumar," said DCP Sharma adding Rana then lodged a cheating case against Kumar.

The police also got all the bank accounts of the accused blocked.

Friends

The Best of Friends

The best of friends,

Can change a frown,

Into a smile,

when you feel down. 

The best of friends,

Will understand,

Your little trials,

And lend a hand. 

The best of friends,

Will always share,

Your secret dreams,

Because they care. 

The best of friends,

Worth more than gold,

Give all the love,

A heart can hold

WAYS TO JOIN MERCHANT NAVY

WAYS TO JOIN MERCHANT NAVY

DECK OFFICERS

Here we shall be limiting ourselves to job opportunities on Deck side. Deck Officer - The officers from this branch look after the ships navigation, loading/unloading of cargo, general maintenance, and administration of the ship.

The various courses offered to join as deck officers are,
Nautical Technology -4 year course
B.Sc. Nautical Science -3 year course
Diploma in Nautical science -1 year course

ENGINE OFFICERS
Engine Department consist of Marine engineers and Electrical officer. Marine engineers operate, maintain, and repair the mechanical systems of ships. Working closely with the architect who designs the ship structure, and maintains the propulsion, auxiliary power machinery, and other equipment needed to run the ship. An Electrial officer maintain and repair the ship’s electrical system. Most marine engineers are employed by companies in ships and some employed by private firms that build ships or make the equipment used in them. A few engineers do freelance work as consultants to these firms.Marine engineers may specialize in certain kinds of equipment such as pumps, engines, gears, heaters, or deck machinery.
The various courses offered to join as engine officers are
Marine Engineering-4 years course
Marine Engineering(GME)-1 year course
Marine Engineering-2 year course
Marine Engineering-2 ½ year course
Ship’s Electrical Officer-4 Months course

RATINGS
Merchant Navy Ratings are ship personnal who carry out duties on the deck, in the engine room and in catering services(saloon department). They assist officers in all departments, and they will be trained in fire prevention and sea survival skills. The work time of the ratings normally work shifts, known as 'watches', four hours on duty followed by eight hours off.
The duties of ratings will depend on the type of ship and the department,

For Deck Ratings
Steering the ship, Inspecting and cleaning holds,tanks,cranes and winches, Reparing and painting the ship’s hull, Assisting the deck officer in loading and unloading operations and in other navigational duties. In port, they secure the ship to the dock, carry out maintenance and contribute to the security of the vessel.

For Engine Ratings
Maintaining the shipboard machinery. They carry out routine oiling, greasing and servicing, and fitters/petty officers will repair and fit equipment parts. Experienced ratings help the engineering officers to monitor the main plant and other equipment to make sure it is run safely.

For Saloon Ratings
Preparing meals in the galley and serving food and drinks, Cleaning cabins, corridors and decks, Stock control and re-ordering supplies. They will Provide a variety of catering services for the crew and passengers on ferries and cruise liners. engines, gears, heaters, or deck machinery.
The various courses offered to join as ratings are
General Purpose Rating course- 6 months
Generel Purpose Rating for Fitter/Petty Officers course-6months
Certificate course in Maritime Catering-6 months
Orientation course for Catering Personnal-18 days

Captain, chief engineer of MV Rak released on bail

The Captain and the chief engineer of cargo vessel MV Rak have been arrested and charged with negligence. MV Rak sank off the coast of Mumbai on Thursday, with 60,000 metric tonnes of coal on board. Both of them were produced in court and have subsequently been released on bail of Rs 25,000 each. 

The cargo ship, which was on its way from Indonesia's Tutung to Dahej in Gujarat, had a 30-member crew of Indonesian, Jordanian and Romanian nationalities. All of them were rescued by defence personnel before it sank on Thursday.

On Friday, an FIR was registered against the owner, captain and crew members of the vessel and a probe was ordered into the cause of the incident.

"An FIR has been registered against the owner, captain and crew members under IPC section 336 (act endangering life or personal safety of others)," Deputy Police Commissioner (Port Zone) Tanaji Ghadge said.

Coast Guard sources said they could see oil layers around the place where the 225 metre-long vessel, which contained about 290 tonnes of fuel oil and 50 tonnes of diesel, sank. But they described it as "negligible" and said it will not create any ecological problems.

Trainee Marine Engineer

The Shipping Corporation of India Ltd.
(A Government of India Enterprises)
Fleet Personnel Department
Shipping House, 245, Madam Cama Road, Mumbai - 400 021

The Shipping Corporation of India Ltd. invites application from Unmarried Male and Female Graduate Mechanical Engineers / Naval Architects for Recruitment as Trainee Marine Engineer.

• Trainee Marine Engineer
• Age: Maximum 28 years as on 01.01.2012
• Qualification : Degree in Mechanical Engineering / Naval Architecture from AICTE Approved Engineering college. Equivalent degree or degree with specialization or electives are not acceptable. Final year / semester students who expect their results by 31.07.2011 may also apply.

Last Date for Online: Before 17.00 hrs on 15.07.2011
Last date for sending Registration Slip: 22.07.2011

For Advertisement details, please see the link below:
http://www.epostonline.in/forms/sci20110614/advtsci.pdf

LIFEBOAT- ON LOAD AND OFF LOAD RELEASE

ON LOAD & OFF LOAD RELEASE MECHANISM OF LIFEBOAT

There are different types of lifeboats used on board a ship on the basis of the type of ship and other special requirements. Not all the lifeboats have the same type of releasing mechanisms, for the launching of a lifeboat depends on several other factors. In this article we will take a look at the main types of lifeboat releasing mechanisms and also learn about the SOLAS requirements for lifeboats.


Types of lifeboat releases: On load and off load release.
There are two types of lifeboat releasing mechanisms- on load and off load. These mechanisms release the boat from the davit, which is attached to a wire or fall by means of a hook. By releasing the hook the lifeboat can be set free to propel away from the ship.


Off load mechanism:

The off load mechanism releases the boat after the load of the boat is transferred to water or the boat has been lowered fully into the sea. When the boat touches the surface of water, the load on the fall and hence the hook releases and due to its mechanism the hook detaches from the fall. If the detachment dose not takes place, any of the crew members can remove the hook from the fall. Most of the times the offload mechanism is manually disengaged in case of malfunction; however, in case of fire, it is dangerous to go out and release the hook.

On load mechanism:

On load mechanism can release the lifeboat from the wire, with the ship above the water level and with all the crew members inside the boat. The load will be still on the fall as the boat would not have touched the water. Normally the height of about 1 m is kept for the on load release, so that the fall is smooth without damaging the boat and harming the crew inside. A lever is provided inside the boat to operate this mechanism. As the lever is operated from inside, it is safe to free the boat without going of the out lifeboat, when there is a fire on ship.

 

Free Fall life boat release:

In Free fall life boat, the launching mechanism is similar to on load release. the only difference is that the free fall lifeboat is not lowered till 1m above water level, it is launched from the stowed position by operating a lever located inside the boat which releases the boat from rest of the davit and boat slides through the tilted ramp into the water.

SOLAS and LSA code Requirements for lifeboat:
-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship and number of ship’s crew, but it should not be less then 7.3 m in length and minimum two lifeboats are provided on both side of the ship (port and starboard).
-The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of launching when the ship is heading with a speed of 5 knots.
-The lifeboat must carry all the equipments described under SOLAS which can be used in survival at sea. It includes rations, fresh water, first aid, compass, distress signalling equipments like rocket etc.
-The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be designated as a rescue boat if more then one lifeboat is present onboard ship.
-The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These       ropes are called gripes.
-The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more then 36m/ min which is controlled by means of centrifugal brakes.
-The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with the boat loaded to its full capacity.
-The Lifeboat must be painted in international bright orange color with the ship’s call sign printed on it.
-The lifeboat station must be easily accessible for all the crew members in all circumstances. Safety awareness posters and launching procedures must be posted at lifeboat station.
-Regular drills must be carried out to ensure that the ship’s crew members are capable of launching the boat with minimal time during real emergency.

TACKLE EMERGENCIES ON BOARD

An emergency situation on ship must be handled with confidence and calmness, for haste decisions and “jumping to conclusions” can make the matters even worse. Efficient tackling of emergency situations can be achieved by continuous training and by practical drills onboard vessel. However, it has been seen that in spite of adequate training, people get panic attacks and eventually do not do what they should in an emergency situation.

As far as the seafarer is concerned, first and foremost, he or she must be aware of the different types of emergency situations that can arise on board ship. This would help in understanding the real scenario in a better way, and would also lead to taking correct actions to save life, property, and environment.

We have prepared a brief instruction guide that must be given to all the seafarer onboard to tackle different emergency situations.

Emergency Situation Guide
Officers and crew should familiarize themselves thoroughly with the Fire Training Manual and the training manual on Life Saving Appliances of the ship.


General Alarm
 In case of a general alarm:

• Rush to muster station with life jacket, immersion suit, and act according to the vessel’s Muster Lists.

• Act as per the emergency explained by the in charge officer.

Fire alarm
 In case of a fire alarm: 

• Inform Officer On Watch.

• Check if it is a false or true alarm.

• Report back of findings.

• In case of fire, raise the Fire/General alarm as soon as possible. Try to stop fire and if it is not possible, muster according to the Fire Muster List.

Man Over Board signal
 In case of Man Overboard Signal: 

• Rush to the deck and try to locate the crew member fallen in the water

• Throw lifebuoy and inform deck. Read more here.

Abandon Ship Signal 
In case of Abandon Ship Signal: 

• Rush to the muster station

• Carry as much ration, water, and warm clothing as you can carry

• Act according to the vessel’s Muster Lists.

Engineers Call 
In case of engineers call: 

• All Ship Engineers Should assemble in the Engine Control Room

CO2 alarm 

• In case of CO2 alarm, leave the Engine Room immediately.

Engine Room Flooding 

• In case of engine room flooding, Chief Engineer should be called immediately and general alarm should be raised.

• Immediate action should be taken in preventing more sea water to enter the engine room and Emergency bilging from the Engine Room should be established in accordance with the Chief Engineer.

 Cargo Hold Flooding 

• In case of cargo hold flooding, Master must be informed immediately.

• All precaution must be taken to contain the flooding to that hold.

• General alarm must be raised.

Pollution prevention

• In case of any oil spill/pollution immediate action should be taken according to the vessel’s “Shipboard Oil Pollution Prevention Plan”.

• Emergency Plan (SOPEP) and Onboard SOPEP Equipment located in Deck Stores should be used in case of Oil Spill.

In case of any other emergency situations, call for help either by using the phone or by activating the EMERGENCY CALL. Whatever might be the situation, keep the Master, Chief Engineer and Officer on Watch informed of the situation all the time.

SYLLABUS ORALS 2nd MATE F.G & NCV

 

ORALS  - SECOND MATE F.G. AND ALSO  OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON SHIPS OF 500 GT OR MORE ENGAGED ON NEAR COASTAL VOYAGES N.W.K.O (NCV)

Function-I :   Navigation

1)      Plan and conduct a passage and determine position:- Ability to use Celestial & Terrestrial objects, landmarks and Aids to navigation to determine position, to appreciate & allow for effect of current, tide and wind to use & maintain various chants and publications (mainly published by Indian Hydrographic Department and applicable to NCV area), Ability to correctly use Nav-Aids e.g. Echo sounders, Compasses (Gyro & Magnetic), Steering Control systems along with their adjustments etc. Ability to make use and obtain Meteorological information.

2)      To maintain a safe Navigational Watch:- Knowledge of content, application and intent of the anti COLEREG. Taking/Handing over & maintaining bridge watch and look out procedures

3)      Respond to Emergencies:- Precaution and safety of personnel, initial assessment of damage and control in case of fire, collision, stranding etc,. Making of emergency muster card and conduct of drills. Response to distress alerts at sea. Knowledge of factors affecting safe manoeuvring and handling (draught & shallows etc.).Familiarity with manoeuvring characteristics (including stopping distance and turning ability) of vessels several upon and their optimum uses.

Function-II:  Cargo handling and stowage

1)      Monitoring Loading, Discharging, stowage and care during Passage:- Knowledge of safe handling, stowage and securing of cargos including dangerous ,hazardous and harmful substances and their effect on life, environment and vessel.

2)      Working knowledge of main cargo:- Lifting Applications (Derricks, heavy lifts and cranes etc.) care during cargo watches and handling/taking over procedures during cargo work including ballasting/de-ballasting operations

Function-III:  Controlling Ship Operation

1)      Compliance with Pollution Prevention Requirements:- Knowledge of precaution to prevent air & sea pollution, knowledge of pollution prevention rules &  regulations, anti-pollution procedure and associated equipment.

2)      Maintain Sea Worthiness of the ship:- Working knowledge and application of stability, understanding of basic, action to be taken in case of partial loss of instinct buoyancy, understanding of fundamental principles of water tight integrity, knowledge of principal structural member of a ship and proper names for the various ports. Stress curves, Trim table,

3)      Prevent Control and Fight Fires On Board: - Knowledge of fire prevention, ability to organize fire drills, knowledge of fire fighting system and their maintenance, actions to be taken in the event of out break of fire including oil fires.

4)      Operate Life Saving Appliances:- Ability to organize abandon ship drill and knowledge of operation of survival craft and their associated equipment including Life Saving Appliances and Life support apparatuses.

5)      Apply Medical Aid Onboard: - Practical application of Medical Guide and advise by Radio including, ability to take effective Life saving action in case of on board emergencies. Maintenance of Medicine Chest.

6)      Monitor compliance with legislative requirement:- Basic working knowledge of main IMO convention, Indian Merchant Shipping Act 1958 and M/M.S notices and other circulars (issued by D.G.S and various recognized forums)

I MISS MY SAILOR

It's hard enough to say good-bye,
And to know that time will crawl and NOT quickly fly.

Falling asleep every night without you here,
With nothing to comfort me and dry my tears.

Gripping my pillow and longing for your touch,
And crying to your picture, "I miss you so much."

Bad dreams they wake me in the middle of the night,
And I turn to lay my head, on your chest full of might.

Only to find that you still aren't yet home,
My Sailor's not here to hold me, and keep me safe and warm.

But your pillow still smells of your sweet loving scent,
And I've held it closely since the day that you went.

The phone rings and I pray your voice I hear,
My heart skips a beat, it almost feels like you're near.

I cherish every phone call as if it were our last,
Reminiscing the good times and longing for the past.

The past when you were home with me, and the time we spent together,
Dreaming of your warmth and love and knowing we'll last forever.

Remembering the romantic times and yearning for your kiss,
But holding you so close at night, is what I most miss.

Living life with half my heart, you see is my biggest fear,
For you have the other half, so please hold it close and dear.

So don't try to be brave if rough times come ahead,
For if I ever lose you there'd be no life for me to live.

For you have my heart and forever always will,
There's an emptiness inside me that only you can fill.

So don't keep me waiting for this seems like and eternity,
Please come home safe my sailor and together again we'll be