Shipping economics sources edit
- Shipping economics
- Stopford, Martin (1997) Maritime Economics, 2nd ed., Routledge
- Branch, Alan (1996) Elements of Shipping, 7th ed., Chapman & Hall, London
- Alderton, Patrick (1995) Sea Transport, 4th Ed, Thomas Reed Publications, London
- Grammenos, Costas Th. (2002) The Handbook of Maritime Economics and Business, LLP, London
- McConville, James (1999) Economics of Maritime Transport – Theory and Practice, The Institute of Chartered Shipbrokers, London
- Lloyd’s List International (daily)
- Tradewinds (weekly)
- Lloyd’s Shipping Economist (monthly)
- More refs
- http://www.imo.org/Safety/mainframe.asp?topic_id=349
- http://www.imo.org/Newsroom/mainframe.asp?topic_id=107 water ingress systems
- http://www.google.com/search?hl=en&safe=off&client=firefox-a&rls=org.mozilla:en-US:official&hs=OwM&q=+site:www.imo.org+Bulk+carrier lots o' stuff
- good overview: http://www.oceansatlas.com/unatlas/uses/transportation_telecomm/maritime_trans/shipworld/cargo_car/bulk/bulk_carriers.htm
- excellent, has everything: http://www.oceansatlas.com/unatlas/issues/safety_at_sea/bulk_carrier/bulk_carrier.htm
- http://www.oceansatlas.org/servlet/CDSServlet?status=ND0xNDIxMyZjdG5faW5mb192aWV3X3NpemU9Y3RuX2luZm9fdmlld19mdWxsJjY9ZW4mMzM9KiYzNz1rb3M~ history and grain stats
AWB Regex edit
([0-9\,\.]+[ a-zA-Z]*) [\[]*[Tt][Ee][Uu][\]]*[s]* -> {{TEU|$1}}
([0-9\,\.]+)[ ]*([Tt]on[s]* )*((\[\[[Tt]onnage\|[Gg][Rr][Tt]\]\])+|(GRT)|([Gg]ross [Rr]egister( Ton[nes]*)*))-> {{GRT|$1|first=yes}}
([0-9\,\.]+)[ ]*(([Gg]ross [Tt]on[nes]*)|\[\[tonnage\|(([Gg]ross [Tt]on[nes]*)|[Gg][Tt])\]\]|GT)
Improvement drive edit
| Article | B- | B | B+ | GA- | GA | GA+ | A- | A | A+ | FA | Notes |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Bulk carrier | X | In FAC right now | |||||||||
| United States Merchant Marine | X | Needs refs, some more sections. | |||||||||
| Third mate | X | ||||||||||
| Andrew Furuseth | X | Needs more sources | |||||||||
| Passage planning | X | ||||||||||
| Shanghaiing | X | ||||||||||
| Military Sealift Command | X | ||||||||||
| Flag of convenience | X | X | Somewhat NPOV? | ||||||||
| Navigation | X | Some rewriting from "history" to "how stuff works" | |||||||||
| Joseph Curran | X | ||||||||||
| Joshua Slocum | X |
US shipping companies edit
This is a list of sea captains. The list includes merchant captains as well as naval captains who do not qualify for the list of naval commanders.
USMM notes edit
- Before 1865, maritime labor laws primarily enforced stricter discipline onboard ships.[1]
- By the mid 1880s experts estimate that 90% of the seamen aboard American deep-water vessels were foreign born.[1]
- In 1871, Congress passed legislation to revoke license of officers guilty of mistreating seamen.[2]
- In 1868, New York State started cracking down on sailor's boardinghouses. They declined in number from 169 in 1863 to 90 in 1872.[2]
- Crimps commonly operated sailors' boardinghouses.[2]
- Crimps overcharged seamen for staying at boardinghouses.[2]
- Crimps collected large advances on seamen's pay directly from ships captains.[2]
- Seamen were often indebted to the ship before they signed on.[2]
- Seamen were usually paid off at the end of the voyage.[2]
- Seamen commonly went to shore at the end of a voyage with little money.[2]
- Congress passed the Shipping Comissioners Act of 1872 to combat crimps.[2]
- Under the Shipping Comissioners Act of 1872, a sailor had to sign on to a ship in the presence of a federal shipping comissioner.[2]
- The presence of a shipping comissioner was intended to ensure the sailor wasn't "forcibly or unknowingly signed on by a crimp."[2]
- The Shipping Comissioners Act of 1872 also required that a seaman be paid off in person.[2]
- The Dingley Act of 1884 prohibited advances on wages.[3]
- The Dingley Act of 1884 limited the making of seamen's allotments to only close relatives.[3]
- In 1886, a loophole to the Dingley Act was created, allowing boardinghouse keepers to receive seamen's allotments.[3]
- The White Act of 1898 abolished imprisonment of American seamen deserting in American or nearby waters.[3]
- The White Act of 1898 aboloished corporeal punishment of seamen[3]
- Prior to the White Act of 1898 "'bully mates'...had relied on their fists, belaying pins, and handspikes to enforce discipline."[3]
- "Scientific American" reported in 1872 that an American 1st-class engineer earned $250/month, while his British counterpart earned only $80.[4]
- "Scientific American" reported in 1872 that an American ordinary seaman earned $40/month, while his British counterpart earned only $12.50.[4]
- West Coast unions were stronger due to a scarcity of workers.[4]
- Andrew Furuseth had a running feud with the longshoremen's unions.[4]
- Between 1921 and 1934 U.S. shipping operated as an "open shop."[5]
- The weakness of the maritime unions between 1921 and 1934 was due to the failure of the ISU/MEBA strike in 1921.[5]
- ISU membership dropped by 67% in this time.[5]
- ISU wages dropped by 50% in this time.[5]
- There were few labor troubles between 1921 and 1934, other than local issues.[5]
- Between 1921 and 1934, seamen had to keep continuous discharge books.[5]
- Continuous discharge books were also known as "fink books."[5]
- Continuous discharge books were required to get a job.[5]
- Continuous discharge books put the seaman at the mercy of unscrupulous captains.[5]
- By 1933, "radicals" in the maritime labor movement were "already disconcerted over the ineffectiveness of Furuseth's leadership."[5]
- The beginning of the New Deal brought changes to maritime labor.[5]
- The Federal governement changed from siding with shipowners to siding with the unions.[5]
- The National Labor Relations Act of 1935 was an important reform for maritime labor.[5]
- The Merchant Marine Act of 1936 was an important reform for maritime labor.[5]
- The Merchant Marine Act of 1936 tightened licensing requirements.[5]
- The Merchant Marine Act of 1936 required a 3-watch system in all departments.[5]
- The Merchant Marine Act of 1936 required 100% American crews on subsidized cargo vessels.[6]
- The Merchant Marine Act of 1936 required 90% American crews on subsidized passenger vessels.[6]
- The combination, between 1934 and 1937, of the radical militant Harry Bridges and equally militant Harry Lundeberg "brought the shipping industry to its knees."[6]
Bibliography edit
Bauer, K. Jack (1988). A Maritime History of the United States: The Role of America's Seas and Waterways. Columbia, South Carolina: University of South Carolina. ISBN 0-87249-519-1. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help)
Notes edit
3m references edit
security • mooring • pilot • damage control • safety officer
- anchor windlass and sounding machine[1]
lifesaving and fire equipment[1]some or all of the boats[1]- signalling apparatus[1]
- mooring and getting underway
- if loading is finished, take drafts[3]
- check that props are free to rotate[3]
- check bridge clocks, engine room clocks[3]
- check binos[3]
- check bridge is tidy[3]
- check nav and other lights[3]
- check location of helmsman[3]
- 3m often runs the EOT[3]
- keep an eye on pilot/qm -- make sure communication is good[4]
- oversee helmsman[4]
- report lights, anything unusual to pilot[4]
- find out if old man wants bow watch[4]
- Taking a pilot
- Be fully aware of the Rules of the Road[6]
- Safety requires being awake and aware at all times[6]
- Handling the ship in fog[7]
- Call captain if you don't see a light when you should[8]
- Be aware of light characteristics[8]
- Taking the watch:
- Don't chat with helmsman[9]
- See that the helm is relieved professionally and promptly[9]
- Give orders briefly and professionally[9]
- Get a sight and azimuth early in morning watch[10]
- Calculate time of meridian passage of the sun[10]
- Get a time tick[10]
- Check that 2/m wound chronos[10]
Fire and boat drills[11]- Upkeep of the lifeboats[12]
Notes edit
- ^ a b c d e f g Turpin and McEwen, 1980:1-1.
- ^ a b c Turpin and McEwen, 1980:1-2.
- ^ a b c d e f g h Turpin and McEwen, 1980:1-3.
- ^ a b c d e f Turpin and McEwen, 1980:1-4.
- ^ Turpin and McEwen, 1980:1-5.
- ^ a b Turpin and McEwen, 1980:1-6.
- ^ Turpin and McEwen, 1980:1-7.
- ^ a b c d e f g Turpin and McEwen, 1980:1-8.
- ^ a b c Turpin and McEwen, 1980:1-9.
- ^ a b c d Turpin and McEwen, 1980:1-10.
- ^ Turpin and McEwen, 1980:1-11.
- ^ Turpin and McEwen, 1980:1-25.
Bridge resource management links edit
- [[36]]
- [Guidance Regarding Watchkeeping]
- [Monarch of the Seas accident report]
- [Marine Operations Risk Guide] looks like navy-style ORM for merchant ships
Add to notable mariners edit
- Andrew Sterett, commander of the schooner USS Enterprise during the Quasi-War with France and in the Barbary Wars, retired from the Navy to the Merchant Marine
Flag of convenience notes edit
Neff article edit
- better url: http://www.atimes.com/atimes/Korea/ID20Dg03.html
- although the "methods may be legal, they often assist unscrupulous individuals and governments in conducting illegal activities."[1]
- reasons include "tax advantages, cheap non-union crews, the ships' conditions fail to meet the standards of the owner's country, political reasons, or to facilitate illegal activities."[1]
- "ships often exchange flags and even their names, it is difficult to trace them, thus providing the anonymity they need to conduct their illegal operations."[1]
- "According to a statement by David Cockroft, general secretary of the International Transport Workers' Federation (ITF): "Arms smuggling, the ability to conceal large sums of money, trafficking in goods and people and other illegal activities can also thrive in the unregulated havens which the flag of convenience system provides.""[1]
- "In 1994, Cambodia established its own ship registry - Cambodian Shipping Corporation (CSC), based in Singapore"[1]
- "According to CSC, prior to its closing in 2002, the number of ships registered with the company was between 400 and 600, but according to US investigators and Cambodian officials the number was probably twice that. "[1]
- "CSC offered basically what many other FOC countries offered: registry for any ship, no questions asked, under its flag for a low price. But, unlike other FOC countries, it offered to do the entire process online and within 24 hours."[1]
- CSC ships have been involved in illegal operations, "Cigarette smuggling operations were discovered near Crete and Albania; during the oil embargo of Iraq, oil was smuggled out of that country; human trafficking and prostitution operations were discovered near Japan and Crete, and, of course, drug trafficking."
- "When asked about CSC's alleged illegal operations, Ahamd Yahya of the Cambodian Ministry of Public Works and Transport was reported to have told Fairplay: "We don't know or care who owns the ships or whether they're doing 'white' or 'black' business ... it is not our concern." (Fairplay, October 12, 2000.)"[1]
- pause at section: "unsafe ships"
- CSC-flagged ships have been involved in drug smuggling[1]
- "n 2002, the Greek-owned, but Cambodian-registered Winner was seized by French forces and discovered to be smuggling a large amount of cocaine."[1]
- In 2003, the "North Korean freighter Pong-su began its journey from North Korea under its own flag, but on arriving in Singapore changed its registration and reflagged under Tuvulu. It then proceeded to Australia where it was discovered trying to smuggle in a large amount of heroin, and was eventually seized after it tried to resist Australian authorities."[1]
- CSC-flagged ships have been involved in weapons smuggling[1]
- there was clear evidence that North Korean vessels under the Cambodian flag "were moving ballistic missiles to clients in the Middle East and Africa"[1]
- In November 2002, the Song Sang a Korean ship with Cambodian registry was discovered with "15 Scud missiles with 15 conventional warheads, 23 tanks of nitric acid rocket propellant and 85 drums of unidentified chemicals all hidden beneath the bags of cement."[1]
- Cambodian foreign minister Hor Namhong charged that the CSC "recklessly allows ships to use the Cambodian flag without proper inspection or control."[1]
- "In July 2002, bowing to international criticism over concern for "Cambodia's maritime safety record", the Cambodian government revoked CSC's authority to grant registrations"[1]
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