Career at Sea
Have you ever considered a career at sea ? Sailing as an officer with a salary of 14000 US $ per month within the global merchant shipping industry. Over 90% of world trade is carried by the international shipping industry. Without shipping the import and export of goods on the scale necessary for the modern world would not be possible. Shipping is regulated globally by the International Maritime Organization (IMO).The harsh nature of the sea exposes ships to considerable physical risk, so a total commitment to safety pervade all deep sea shipping operations. Seaborne trade continues to expand, bringing benefits for consumers across the world through low and decreasing freight costs. Thanks to the growing efficiency of shipping as a mode of transport and increased economic liberalization, the prospects for the industry's further growth continue to be strong. The robust world economy, fuelled by Chinese and Indian growth, is driving the demand for tonnage to unprecedented heights. Shipyards are flush with shipping tonnage orders for next 5 to 6 years and the level of scrapping old tonnage is at its historical low as the high freight rates continue to make even the old tonnage profitable. There are around 50,000 merchant ships trading internationally, transporting every kind of cargo. The world fleet is registered in over 150 nations, and manned by over a million seafarers of virtually every nationality. The Indians play an important part in providing third party ship management solutions to the Ship owners. The global shipping is increasingly relying on India as a favored source of its current and future seafarer demand, because it acknowledges that India has the means to satisfy the number shortage and the Indian recruitment system provides the strongest foundation for building high standards of skills, initiatives, professionalism and leadership required by the modern seafarers.
Generally students are lured by attractive salaries and luxurious life style without knowing the fact that they require interpersonal skills and a strong mental makeup.
Life at sea is not a comfortable break from the routine life. A merchant navy entrant must involve in a rigorous course of the on-the-job learning. They have to pass stipulated examination to get promotions. Additionally, very strong will to withstand and be patient in case the industry itself faces a job scarcity due to recession of any kind in the maritime sector, a candidate must be prepared to accept these kind of challenges in his life. No doubt those who think they can overcome these shortcomings can have immense opportunities in this field. At an early age they can explore the world at someone else's cost with an attractive remuneration along with world recognition.
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Required Personality for Shipping Industry
A person with a strong mental makeup and tough physical constitution along with a sporting adaptive and adjustable attitude can find at sea one of adventure and fun. Life at sea is not a comfortable break from the routine of academics. A merchant navy entrant must involve in a rigorous course of the on-the-job learning. They have to pass stipulated examination to get promotions. Additionally, very strong will to withstand and be patient in case the industry itself faces a job scarcity due to recession of any kind in the maritime sector, a candidate must be prepared.
Required Skills and Traits
The two main functional areas in the Merchant Navy are those of navigation and engineering.
To be a Merchant Navy engineering officer you should:
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Have and aptitude for mechanical, electrical and electronic engineering |
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Have excellent maths, science, technology and IT skills |
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Be able to communicate effectively with staff at all levels |
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Be able to prioritize workloads |
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Be able to plan effectively including contingencies |
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Be able to accept responsibility |
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Be decisive |
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Have good team working skills |
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Be able to cope with being away from home, often for long periods of time. |
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Global Pacific invites you to 'Undertake the voyage of a lifetime & achievements....... JOIN MERCHANT NAVY/ JOIN US -The 'Global Pacific'.
Here at the Global Pacific, it is our firm belief that: Ships do not move merchandise, Men do - We at the Global Pacific are in quest for
Motivated young individuals , experienced officers and crew members. We are seeking the Men....! Do you have it in You.........! Answer the call.........The 'Global Pacific'.... your own trail blazers & pathfinders, paving way for Global Careers in International Shipping
If you want an exciting international career in one of the world's most important and dynamic industries........... |
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A fully paid for degree or diploma-based education and training programme |
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Unequalled travel opportunities |
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Exciting responsibility at an early age |
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Excellent rewards |
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Stimulating and varied work using the latest technology |
| Qualifications that are recognized throughout the world |
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A variety of options |
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Remunerations
Merchant Navy is one of the few careers where the salary is relatively high. It can range anywhere between Rs. 5000 to Rs.4 lakh per month though the pay structure differ from company to company, the export-import needs, seniority etc. all crew and officers are given free meals on board and senior officers can take along their wives for the voyage. Usually emolument in a foreign vessels are higher specially in the West European, U.S and the Gulf. Every officer and crew of the merchant navy working on board a vessel which is carrying foreign cargo is entitled to 75% of his net earning in foreign exchange.
Besides this, imported liquor, cigarettes, canned foods, cosmetics are available on board duty free. They are also entitled to four month leave every year.
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Types of Ships
General Cargo Ships
Until ships started to be built to carry specific and specialized cargoes, all ships were simply general cargo ship, i.e. built to carry all types of cargoes e.g. drums of asphalt or caustic soda, cases of machinery, boxes or cartons containing ebearings or electronic goods, Radios, transistors, steel plates, paper rolls, cases of TEA, Bags of coffee seeds etc. General cargo ships hold were further compartmentalized by one or two deck under the main deck so that different type of cargo carried by these ships could be separately stored. The role of the general cargo vessel began to wane with the arrival of big size bulk carrier and tankers, but the decline of these general cargo vessel has accelerated since the advent of containerization (in the 1960).Not only are container ships able to carry greater volume of cargo in standardized cargo container, the time spent in loading and discharging has been dramatically reduced. Where a general cargo vessel may take 3-4 days to load or discharge, a container ship can achieve the same in a matter of hours, although generally small in size, are not suitable for container, or operating on coast and inland waters.
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Bulk Carriers
Bulk carriers are the great work horses of the shipping world, carrying world, carrying raw dry cargoes such as coal, iron ore, grain, sulphur, scrap metal in their huge cavernous holds. All the time of writing this unit there is a huge demand for these vessels, driven by the extraordinary expansion of the Chinese economy. Recently imports of iron ore into China have boosted the earnings of bulk carrier owners.
The vessels in the top row are called geared bulk carriers, so called because they carry its own cargo cranes - very useful when visiting ports which do not have shore cargo handling equipment.
The vessels in the bottom row are gearless bulk carriers. These ships do not have its own cargo handling gear and hence dependent on shore side cargo loading and discharging equipment. They are normally much bigger in size than the geared bulk carriers.
Bulkers range from about 20,000 Deadweight tons (handy size) through the medium size (Panamax) vessels of up to 80,000 DWT, to the giant (cape size) vessels of over 200,000 DWT. Due to the role use that these vessels are put to, their life -expectancy is less than carrier accidents but the problem is now well under control.
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Oil Tankers
Tankers are designed to carry liquid cargoes (not just oil). Oil tankers come in two basic types, the crude carrier, which carries crude oil, and the clean products tanker, which carries the refined products, such as petrol, gasoline, aviation fuel, kerosene and paraffin. Tankers range in all sizes, from the small bunkering tanker (used for refueling larger vessels of 1000DWT tons to the real giants: the VLCC (Very Large Crude Carrier) of between 2-300,000 DWT and the ULCC (Ultra Large Crude Carrier) of up to 500,000 DWT.
Product carriers are smaller in size but product carriers of over 100.000 DWT are already operational.
It should be remembered that over 60% of the world oil is transported by these tankers and over 99% of that arrives safely without causing pollution. Most oil pollution seen on beaches comes from the engine rooms of vessels (of all types) and not necessarily from the cargo tanks of tankers.
HANDYSIZE TANKER = 20,000 30,000 DWT
HANDYMAX TANKER = approx, 45,000 DWT
PANAMAX TANKER = approx. 79,000 DWT
AFRAMAX TANKER = between 79,000 120,000 DWT
SUEZMAX TANKER = between 120.000 180,000 DWT
V.L.C.C. TANKER = between 200,000 300,000 DWT
U.L.C.C. TANKER = over 300,000 DWTS
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Container
The container ship or Boxship is the great success story of the last 40 years. General cargo was historically carried in dry cargo vessels, without any particular specialization. Cargo loading and unloading was always a low laborious task, due to the varying shapes, sizes, weights and fragility of the numerous cargoes being carried on any one vessel. The idea of standardizing the carrying box, or container at 20 feet long was a breakthrough that allowed for vessels to be designed to lift, stack and store these specific shapes.
In 1937, a New Jersey truck driver named Malcolm McLean, sitting in his truck at the New Jersey Docks suddenly had a novel idea. Instead of large numbers of stevedores having to manually load cargo, why not create a standard shaped box into which goods can be handled in a standard way. His idea took 20years before the first container transit was undertaken (with his own money, because no ship owners would listen to his idea). In 1969 Malcolm McLean retired as a multi - millionaire!!!
So, from a "back of the fag -packet" idea was born the container ship. Initially, these were small vessels of up to 10,000DWT, carrying no more than a few hundred TEU (Twenty foot Equivalent Units), but have grown in size as the success and economies of these vessels have become more obvious. Today's container ships are being built to take 9,500 T.E.U with plan afoot to build 10-12,000 T.E.U. ships.
As well as the Twenty foot container, many goods needs larger boxes, so there is a larger standard sized container, the FEU (Forty Foot Equivalent unit). On board a modern containership, the complex method of loading the TEU and FEU in an order that will facilitate offloading at the other end is now largely computerized. These vessels are built for speed, and can reach upwards of 28 knots, moving cargoes around the globe.
Through transport or inter- modal transport means that these containers can be offloaded from a ship, and rapidly loaded onto trains or onto container lorries for onward transport to the place of delivery.
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Pure Car Carrier
Pure Car Carrier is a ship designed to carry cars in different compartments of the ship Some ships are designed to carry cars in some compartments and trucks in other compartments. They are now known as Pure Car and Truck Carriers (PCTCs).
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Chemical Tanker
They range in size and construction but one thing is common for them all. We are very much dependent upon the product they carry every day. Find out how we get ourselves toothpaste, cooking oil, plastic, paint, perfume, wine and spirits.
A Chemical tanker is like an oil tanker but with more number of and smaller tanks; some vessels have up to 56 tanks. The tanks are specially equipped to handle many types of cargo. Here are some example of the cargo they carry and the problems they face:
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Ro-Ro Ships
The Ro- Ro, or more fully the Roll on roll off vessel, come in a number of shapes and sizes, but generally in two types; the passenger ro- ro and the cargo ro-ro.
Passenger ro-ros have become a common sight wherever people want to travel over water with their vehicles. It is probably the only types of cargo vessel that most people have traveled on. Usually a rear door (but sometimes a bow door) allows for vehicles to be driven on and off, stored on the car deck below the passenger accommodation areas.
The cargo ro-ro- is less 'plush' than the passenger types, as these vessels are designed for the carriage of commercial vehicles where luxurious passenger accommodation is not a primary consideration. Considerable concern has been expressed over the bow- door type of ro-ro design.
The HERALD OF FREE ENTERPRISE was one such vessel, where the practice of sailing before the bow door was fully closed had been allowed to develop. Tragically, on leaving Zeebrugge, the folly of this practice led to the disaster that claimed nearly 200 lives. If water is allowed to enter the car deck, the stability of the whole vessel can be rapidly affected. It is estimated that it takes only small amount of water over the whole car deck, for the vessel to become very unstable.
The ESTONIA was another such vessel where, in a storm, the shield over the bow door was ripped off. Once water penetrated the car deck the vessel began to turn over and sink.
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Liquefied Petroleum Gas/Liquefied Natural Gas Carrier
Natural gas has 600 times the volume of LNG.
The LNG carrier (.Liquefied Natural Gas) and its cousin the LPG
(Liquefied Petroleum Gas) carrier is a product of the late twentieth century. LNG and LPG are the preferred fuel types of certain countries for their industrial power needs. Japan is one such country, and so LNG needs to be transported to Japan but is not the easiest of cargoes to be transported. In its natural states, LNG is a gas so to transported it, it needs to be either pressurized into a liquid by reducing the temperature (simple application of Boy le's Law in physics!)
The shape of LNG Carrier is quite unmistakable, with the shape of the moss tanks (which are like enormous spherical thermos flasks!) visible along the deck, which has led to the nickname of 'Dinosaur Eggs Carrier'
Obviously, the carriage of an explosive gas - kept at below freezing temperatures as an unstable liquid present a very dangerous cargo, yet it is for this very fact, that LNG Carrier have about the best safety record of all maritime vessels. Only the best officers meticulously handled it and renewed frequently. There have been accidents involving LNG/LPG carrier, but where such events have occurred, the crews or salvors have so far, successfully managed to vent off the cargo into the atmosphere, thus rendering the lethal cargo harmless. Propane, butane - mixtures derived from oil refining or natural gas fractionation. For convenience of transportation, these gases are liquefied through pressurization.
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Reefer Ships
In the year 1880 there was an important breakthrough, when 400 frozen carcases were carried safely by sea using a simple ship refrigeration plant to keep them hard- frozen on a two month voyage from Australia to the United Kingdom. This had huge implications, both for the consumers, who were able to source their produce from across the world, and seagoing refrigeration to develop their main export markets.
Since these beginnings, the 'reefer' trades have hugely expanded to handle all forms of fresh food, with substantial quantities of meat, fish dairy produce bananas, citrus and other fruits criss-crossing the world in specialized refrigerated ships. Cargoes are carried either frozen or chilled increasingly at controlled temperatures that can be varied to ensure that the produce reaches the market at its optimum condition often ripening on the voyage.
Reefer ships are effectively large refrigerators, heavily insulated with modern glass fibre or similarly efficient insulation, shuttered with bright metal that prevents taint and is easy to clean. They are ships that tend to be divided into many more spaces than conventional dry cargo ships, with several tweendecks and even locker spaces, so that different commodities can be separated and carried, if required, at different temperatures. Below decks a reefer ship resembles a large modern warehouse, and cargo is usually carried and handled in palletized form, moved about on conveyors or by electric fork lift trucks. Some cargo, such as bananas, is often handled through doors in the ship's side. Cleanliness and the maintenance of optimum temperatures are the prerequisites.
Modern refrigeration plant works with environmentally kind refrigerants such as R-22 and is largely automated. Air is cooled in a brine cooling system by screw compressors and cold air ducted to the cargo spaces. They can usually carry refrigerated containers on deck. A large reefer ship might typically offer about 500,000 cubic feet of refrigerated space, and be capable of loading 250 containers on deck.
Reefers operate seasonally, but because there is a heavy trade between the hemispheres, sailors can hopefully find employment. In recent years, too much new construction has led to over tonnage. The specialist refer ships, which are generally operated as tramps rather than in the liner trades, are seeing their cargo base increasingly attacked by large container ship, which are offering more slots for refrigerated boxes. Indeed the largest reefer capacity in a single ship is not on a 'traditional' reefer, but abroad a large container ship.
Reefer containers are either fitted with their individual refrigeration units which can be plugged in to the ship's electrical power source, usually, with apertures for ducted cold air. With the increase in exotic food cargoes, special containers have been devised that can tailor the internal atmosphere to the precise requirement of the foodstuffs.
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Heavy Lift Ships
Heavy loads were first carried on conventional cargo ship, either handled by a port floating crane, or by the ship's "jumbo" derrick which would make short work of loads like boilers or railway engines, up to about 100 tonnes. But manufacturers, who liked to ship their product in one piece, rather than expensively assembling them on -site, were constantly building heavier and heavier items, and a small specialist sector of the shipping industry has developed to carry these very heavy and awkward loads.
There is no sign that there is any diminution in the quantities of heavy lifts offering- quite the reverse as planners try and get this sort of inconvenient freight off the roads.
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Rank With Responsibility For Navigation Department
Master (Captain)
In overall command of the vessel. Full responsibility of the crew, ship handling, the cargo, passengers and the safety of the vessel. The Master manages the ship and all on board administration and normally keeps the ship's records. The Master is responsible for dealings with the shore authorities and ports on matters such as health and safety.
Master may get a salary of 9000 $ to 14000 $ approx per month with various facilities
Chief Officer (Chief Mate)
Understudy to the Master and holds a II/2 Certificate of Competency. Directly responsible for all deck operations including cargo storage and handling, deck maintenance and deck supplies. The Chief Officer is responsible for the deck officers and allocates tasks to the deck officers. Undertakes bridge watches.
Chief Officer may get a salary of 6500 $ to 9000 $ approx per month
2nd Officer (2nd Mate)
Understudy to the Chief Officer. Specifically responsible for the navigation of the vessel and keeps charts and publications up to date. The 2nd Officer produces the passage plan for the ship, for approval by the Master. Other duties include monitoring the navigation and radio equipment on the bridge, undertaking the watch when at sea and the cargo watch when in port. If there are cadets on board, the 2nd Officer may also be the designated training officer. The 2nd Officer (but sometimes one of the other officers) may also be the designated security, safety, environmental or medical officer.
2nd Officer may get a salary of 4300 $ to 6500 $ approx per month
3rd Officer (3rd Mate)
Responsible for making sure that fire-fighting equipment and Life Saving Appliances are in order and for learning job of the 2nd Officer. Undertakes bridge watches.
*On some types of vessels such as passenger or large vessels, there may also be 4th and 5 th officers.
3rd Officer may get a salary of 2500 $ to 3700 $ approx per month with various facilities
Cadet (Trainee Officer)
On a training programme lasting approximately 18 Months. Working to gain sea time. Receives structured training and experience on board. They assist and understudy deck officers.
Deck Cadet may get a stipend of 350 $ to 600 $ approx per month.
Radio Office (IT officer)
Normally only on passenger ships. Duties are undertaken by 2nd or 3rd Officer where there isn't a dedicated Radio Officer. Oversees the ship's communications regarding weather, traffic etc. Maintains radio log book and radio accounts. Responsible for maintaining all radio equipment, including emergency communication equipment onboard and in the life boats.
Radio Officer may get a salary of 2500 $ to 4500 $ approx per month
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Rank With Responsibility For Engineering Department
Chief Engineer Officer
In charge of the engineering department and responsible to the Master for its efficient operation. Has overall control and decision making powers for the engineering department. Responsible for ensuring that all planned mechanical and electrical maintenance takes place. Co-ordinates operations with shore-side port engineer.
Chief Engineer may get a salary of 8500 $ to 14000 $ approx per month with various Facilities
2nd Engineer Officer
Directly responsible to the Chief Engineer Officer. Responsible for the management of the engine room and the engine room maintenance team. Oversees the training of engineers. Has watch-keeping engineering responsibilities.
2nd Engineer may get a salary of 6500 $ to 8500 $ approx per month
3rd Engineer Officer
Responsible for the maintenance of certain engine room equipment e.g. auxiliary generators. May look after the electrics if there isn't an electrician or ETO on board. Has watch-keeping engineering responsibilities.
3rd Engineer may get a salary of 4500 $ to 5500 $ approx per month
Junior Engineer/4th Engineer
Supports the 3rd Engineer. Responsible for the fuelling and also the maintenance of certain engine room equipment e.g. purifiers. Has watch-keeping engineering responsibilities.
Junior Engineer may get a salary of 2500 $ to3700 $ approx per month
Engineer Cadet /TME
On a training programme lasting approximately 3 years (less if on fast track scheme for qualified engineers). Receives structured training and experience on board. They assist and understudy the ship's engineer officers in their duties.
TME may get a stipend of 600 $ to 900 $ approx per month
Electrical Officer
Specialist officer with particular responsibility for the maintenance of on board electronic and electrical systems including radio communications and electronic navigation aids. Usually acts as a replacement for the Electrician or IT Officer.
Electrical Officer may get a salary of 2500 $ to 5500 $ approx per month
Trainee Electrical Officer
Responsible for all aspects of the electrical systems on the vessel. May get a stipend of 500 $ to 1200 $ per month
Support Staff/Ratings
There are three different types of Ratings: deck/general purpose, engine-room and catering. All ratings need to have undertaken basic safety training.
Seaman Grade 1 (Able-bodied Seafarer, A.B., Bosun, Deck Chief Petty Officer, Senior Rating)
A member of the deck crew. Undertakes watches, and duties include steering the vessel, standing lookout and assisting the Officer on watch. Carries out deck and accommodation patrols. Moors and unmoors the vessel, secures and unsecures cargo, and carries out deck maintenance and cleaning. The most senior and experienced at this level may have responsibilities tantamount to foreman. Duties would additionally include directly supervising maintenance operations and allocating tasks. They may get a stipend of 600 $ to 1400$ per month
Seaman Grade 2 (Ordinary Seafarer, O.S., Able-bodied Seafarer, A.B., General Purpose Rating, General Purpose Seafarer, G.P.)
Member of deck crew; undertakes similar tasks to Seaman Grade 1, whilst gaining experience. Normally has less experience and sea-time than Seaman Grade 1. Some ratings at Seaman Grade 2 level may be qualified to work on the deck or engineering side, and are classed as "General Purpose Ratings". They may expect a stipend of 400 $ to 800 $. per month.
Pumpman
Normally a member of the deck department, but sometimes a member of the engineering department. Works on tankers and operates pumps and discharges liquid cargo, mostly petroleum products. Responsible for maintaining and repairing all cargo handling equipment. As a pumpman you may expect a salary of 600 $ 1400$.
Fitter (Engineering Maintenance Fitter)
A fitter is semi-skilled and mechanically trained. Responsible for ensuring the continuous running of machinery and equipment, organizing routine maintenance procedures and any necessary repairs. Normally the most senior rating on the engineering side. Fitter may get a salary of 600 $ to 1100 $.
Motorman (Mechanic)
Supports the engineering officers as directed. Maintains the engine room machinery plant. Salary can be 600 $ to 900 $
General hand (Oiler, Wiper)
Supports the engineering team as directed. Cleans the machinery plant, checks systems and assists with engineering task. They may expect a salary of 600 $ to 1200 $.
Cook (Ship's Cook, Chief Cook)
Food planning, preparation and stock taking/provisions ordering. Beyond the basic training all seafarers have to undertake, the only catering requirement is that the cook must hold a Ship's Cook certificate. Catering Department may get a salary of 1000 $ to 3000 $
Steward
Cleans and maintains cleanliness of accommodation as directed. With salary of 500 $ to 600$
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