Nautical Publications


 Nautical publications are a crucial part of safe navigation at sea. These publications provide mariners with the information they need to safely navigate their vessels through various bodies of water, including tides and currents, navigation hazards, and other important data.

There are several types of nautical publications available, including charts, almanacs, and pilot books. Charts are maps of specific bodies of water that show the depths of the water, the locations of hazards, and other important information. Almanacs are annual publications that provide detailed information about tides, currents, and other data that is useful for navigation. Pilot books are guidebooks that provide detailed information about specific bodies of water, including navigation hazards, anchorages, and other important information.

It is important for mariners to regularly update their nautical publications to ensure that they have the most current information available. This is especially important when navigating in unfamiliar waters or in areas where the water and hazards may have changed over time.

In addition to traditional print nautical publications, there are also electronic versions available, which can be more convenient for mariners who are on the go. These electronic publications can be accessed on a laptop or other device, and can be easily updated with the most current data.

Whether you are a professional mariner or a recreational boater, it is important to have the proper nautical publications on board your vessel at all times. These publications can help you navigate safely and confidently, and can be a valuable resource in the event of an emergency.

Type “A” ships and Type “B” ships

We have discussed ship classification in a number of previous articles. Today we classify ships according to the load capacity of a ship.




It can be divided into two main types, Type A and Type B. Let's look at the two parts separately.

Type A


A type “A” ship is one which: Is designed to carry only liquid cargoes in bulk; 
Has a high integrity of the exposed deck with only small access openings to cargo 
compartments, closed by watertight gasketed covers of steel or equivalent material; and 
Has low permeability of loaded cargo compartments.



Type B


All ships, which do not come within the provisions regarding type “A” ships in above, are considered as type “B” ships. 
Type “B” ships, which have hatchways fitted with hatch covers, are assigned freeboards based 
upon the values Loadline  rules
       
          Type B ship of over 100 m length assigned a freeboard less than that required normally, where the flag State Administration is satisfied that she meets the rules relating to protection of the crew, freeing arrangements, covers and single compartment damage stability. Hatch covers are to be steel, with weathertightness achieved by gaskets. The ship may be called a Type B-60 or B-100 ship.


Type B-60



Type B ship in which the reduction in freeboard has been increased up to 60% of the total difference between the values for basic Type A and Type B freeboards. The ship must meet one compartment damage stability requirements. A large number of Panamax and Capesize bulk carriers are B-60.


Type B-100



Type B ship in which the reduction in freeboard has been increased up to the total difference between the values for basic Type A and Type B freeboards, effectively making the ship a Type A ship. The ship must meet two compartment damage stability requirements. Only a small number of ships are B-100.


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SHIPS TERMS AND NOMENCLATURE part 2 ( General terms )

Terms and definitions used in the maritime field are different from the terms and definitions used in ordinary life.  This article introduces you to the general terms used in the shipping industry. This terms passed by IMO STANDARD MARINE COMMUNICATION PHRASES (SMCP)


Abandon vessel  :-To evacuate crew and passengers from a vessel following a distress

Accommodation ladder :- Ladder attached to platform at vessel's side with flat steps and handrails 
enabling persons to embark / disembark from water or shore

Adrift:- Floating, not controlled, without a clearly determinable direction

Air draft :- The height from the waterline to the highest point of the vessel

Assembly station :-  Place on deck, in mess rooms, etc., assigned to crew and passengers
where they have to meet according to the muster list when the
corresponding alarm is released or announcement made

Backing (of wind) :- Shift of wind direction in an anticlockwise manner, in time (opposite of
veering)

Beach (to):-  To run a vessel up on a beach to prevent its sinking in deep water
Berth 
1: A sea room to be kept for safety around a vessel, rock, platform, etc..
2: The place assigned to a vessel when anchored or lying alongside a pier, etc.

Blast :- A sound signal made with the whistle of the vessel

Blind sectors:- Areas which cannot be scanned by the radar of the vessel because they are 
shielded by parts of its superstructure, masts, etc, or shore obstructions.

Boarding arrangements :- All equipment, such as pilot ladder, accommodation ladder, hoist, etc.,
necessary for a safe transfer of the pilot
Boarding speed The speed of a vessel adjusted to that of a pilot boat at which the pilot can 
safely embark / disembark

Bob-cat:-  A mini-caterpillar with push-blade used for the careful distribution of
loose goods in cargo holds of bulk carriers

Briefing :- Concise explanatory information to crew and/or passengers

Cable:-  1: Chain, wire or rope connecting a vessel to her anchor(s)
2: (measurement),185.2 metres, i.e. one tenth of a nautical mile

Capsizing :- Turning of a vessel upside down while on water

Cardinal buoy:-  A seamark, i.e. a buoy, indicating the North, East, South or West, i.e. the
cardinal points from a fixed point. such as a wreck, shallow water, banks, 
etc.

Cardinal points:-  The four main points of the compass, i.e. North, East, South and West; for 
the purpose of the SMCP the intercardinal points, i.e. Northeast,
Southeast, etc., are also included

Casualty:-  here: Case of death in an accident or shipping disaster

Check (to):-  1: To make sure that equipment etc. is in proper condition or that
everything is correct and safe
2: To regulate motion of a cable, rope or wire when it is running out too
 fast

Close-coupled towing:-  A method of towing vessels through polar ice by means of icebreaking
tugs with a special stern notch suited to receive and hold the bow of the
vessel to be towed


Close up (to):-  To decrease the distance to the vessel ahead by increasing one`s own
speed

Compatibility(of goods):-  states whether different goods can be stowed together in one hold

Convoy :- A group of vessels which sail together, e.g. through a canal or ice


Course:-  The intended direction of movement of a vessel through the water

Course made good :- That course which a vessel makes good over ground, after allowing for
the effect of currents, tidal streams, and leeway caused by wind and sea


COW :- Crude Oil Washing: A system of cleaning the cargo tanks by washing
them with the cargo of crude oil during discharged


CPA/TCPA :- Closest Point of Approach /Time to Closest Point of Approach limit as
defined by the observer to give warning when a tracked target or targets
will close to within these limits

Crash-stop:-  An emergency reversal operation of the main engine(s) to avoid a
collision

Damage control team:-  A group of crew members trained for fighting flooding in the vessel

Datum:-  1. The most probable position of a search target at a given time
2. The plane of reference to which all data as to the depth on charts are
referenced.

Derelict :- Goods or any other commodity, specifically a vessel abandoned at sea

Destination :- Port which a vessel is bound for

Disabled :- A vessel damaged or impaired in such a manner as to be incapable of
proceeding on its voyage

Disembark (to):-  To go from a vessel

Distress alert (GMDSS):- A radio signal from a distressed vessel automatically directed to an
MRCC giving position, identification, course and speed of the vessel as
well as the nature of distress

Distress/Urgency traffic:-  here: The verbal exchange of information on radio from ship to shore 
/and or ship to ship/ air craft about a distress / urgency situation as defined 
in the relevant ITU Radio Regulations

Draft :- The depth of water which a vessel draws 

Dragging (of anchor) :- Moving of an anchor over the sea bottom involuntarily because it is no
longer preventing the movement of the vessel

Dredging (of anchor):-  Moving of an anchor over the sea bottom to control the movement of the
vessel

Drifting:-  Floating, caused by winds and current with a determinable direction

Drop back (to) :- To increase the distance to the vessel ahead by reducing one's own speed

DSC:-  Digital Selective Calling (in the GMDSS system)

Embark (to) :- To go aboard a vessel

EPIRB :- Emergency Position Indicating Radio Beacon

Escape route :- A clearly marked way in the vessel which has to be followed in case of an 
emergency

Escort :- Attending a vessel, to be available in case of need, e.g. ice-breaker, tug, etc..

ETA :- Estimated Time of Arrival

ETD :- Estimated Time of Departure

Fire patrol:-  A crew member of the watch going around the vessel at certain intervals
so that an outbreak of fire may be promptly detected; mandatory in
vessels carrying more than 36 passengers

Flooding :- Major flow of seawater into the vessel

Fire monitor:-  Fixed foam/powder/water cannon shooting fire extinguishing agents on tank
deck, manifold etc.

Foul (of anchor):-  Anchor has its own cable twisted around it or has fouled an obstruction

Foul (of propeller) :- A line, wire, net, etc., is wound round the propeller

Full speed:-  Highest possible speed of a vessel

Fume :- Often harmful gas produced by fires, chemicals, fuel, etc.

General emergency alarm:-  A sound signal of seven short blasts and one prolonged blast given with
the vessel´s sound system

GMDSS:-  Global Maritime Distress and Safety System

(D) GPS :- (Differential)Global (satellite) Positioning System

Hampered vessel :- A vessel restricted by her ability to manoeuvre by the nature of her work
or her deep draft

Hatchrails :- Ropes supported by stanchions around an open hatch to prevent persons
from falling into a hold

Heading :- The horizontal direction the vessel's bows at a given moment measured in
 degrees clockwise from north

Hoist:-  here: A cable used by helicopters for lifting or lowering persons in a pick-
up operation

Icing:- Coating of ice on an object, e.g. the mast or superstructure of a vessel

IMO-Class:-  Group of dangerous or hazardous goods, harmful substances or marine
pollutants in sea transport as classified in the International Maritime
Dangerous Goods Code (IMDG Code)

Inert (to) :- To reduce the oxygen in an oil tank by inert gas to avoid an explosive
atmosphere

Initial course :- Course directed by the OSC or other authorized person to be steered at the 
beginning of a search

Inoperative :- Not functioning

Jettison (to) (of cargo):-  Throwing overboard of goods in order to lighten the vessel or improve its 
stability in case of an emergency

Launch (to) :- To lower, e.g. lifeboats to the water

Leaking :- Escape of liquids such as water, oil, etc., out of pipes, boilers, tanks, etc., 
or a minor inflow of seawater into the vessel due to damage to the hull

Leeward:-  The general direction to which the wind blows; opposite of windward

Leeway:-  The angular effect on the vessel's course caused by the prevailing wind

Let go (to) :- To set free, let loose, or cast off (of anchors, lines, etc.)

Lifeboat station :- Place assigned to crew and passengers where they must gather before
being ordered into the lifeboats

List :- here: Inclination of the vessel to port side or starboard side

Located :- In navigational warnings: Position of object confirmed

Make water (to) :- Seawater flowing into the vessel due to hull damage, or hatches awash
and not properly closed

MMSI :- Maritime Mobile Service Identity number

Moor (to) :- To secure a vessel in a particular place by means of wires or ropes made
fast to the shore, to anchors, or to anchored mooring buoys, or to ride with 
both anchors down

MRCC :- Maritime Rescue Co-ordination Centre: Land-based authority responsible
for promoting efficient organization of maritime search and rescue and for
co-ordinating the conduct of search and rescue operations within a search
and rescue region

Muster (to) :- To assemble crew, passengers or both in a special place for purposes of
checking

Muster list:-  List of crew, passengers and all on board and their functions in a distress or drill

Not under command (abbr. NUC) :- A vessel which through exceptional circumstances is unable
to manoeuvre as required by the COLREGs

Obstruction :- An object such as a wreck, net, etc., which blocks a fairway, route, etc.

Off air :- When the transmissions of a radio station etc., have broken down, been
switched off or suspended

Off station (of buoys) :- Not in charted position 

Oil clearance :- Oil skimming from the surface of the water

Operational:-  Ready for immediate use

Ordnance exercise:-  Naval firing practice

OSC :- On-Scene Co-ordinator: A person designed to co-ordinate search and
rescue operations within a specified area

Overflow :- Accidental escape of oil from a tank which is full because pumping was
not stopped in time

Polluter :- A vessel emitting harmful substances into the air or spilling oil into the sea

Preventers :- Ropes or wires attached to derricks to prevent them from swinging 
during cargo handling operations

Proceed (to) :- To sail or head for a certain position or to continue with the voyage

PA-system:-  Public address system: Loudspeakers in the vessel's cabins, mess rooms,
etc., and on deck through which important information can be broadcast
from a central point, mostly from the navigation bridge

Recover (to):-  Here: To pick up shipwrecked persons

Refloat (to) :- To pull a vessel off after grounding; to set afloat again

Rendez-vous :- An appointment between vessels normally made on radio to meet in a
certain area or position

Reported :- in navigational warnings: Position of object unconfirmed

Restricted area :- A deck, space, area, etc., in vessels, where for safety reasons, entry is only 
permitted for authorized crew members

Resume (to) :- here: To re-start a voyage, service or search

Retreat signal:-  Sound, visual or other signal to a team ordering it to return to its base

Rig move:-  The movement of an oil rig, drilling platform, etc., from one position to
another

Roll call :- The act of checking who of the passengers and crew members are present, 
e.g. at assembly stations, by reading aloud a list of their names

Safe speed:-  That speed of a vessel allowing the maximum possible time for effective
action to be taken to avoid a collision and to be stopped within an
appropriate distance

Safety load :- The maximum permissible load of a deck, etc.

Safe working pressure :- The maximum permissible pressure in cargo hoses

SAR:-  Search and Rescue

Scene :- The area or location where the event, e.g. an accident has happened

Search pattern :- A pattern according to which vessels and/or aircraft may conduct a 
co-ordinated search (the IMOSAR offers seven search patterns)

Search speed :- The speed of searching vessels directed by the OSC 

Seemark :- An elevated object on land or sea serving as a guide …..

Segregation(of goods) :- Separation of goods which for different reasons must not be stowed
together

Shackle:-  Standard length (15 fathoms) of an anchor cable

Shifting cargo :- Transverse movement of cargo, especially bulk, caused by rolling or a
heavy list

Slings:-  Ropes, nets, and any other means for handling general cargoes

Speed of advance :- The speed at which a storm centre moves

Spill (to) :- The accidental escape of oil, etc., from a vessel, container, etc., into the
sea

Spill control gear:-  Special equipment for fighting accidental oil spills at early stages

Spreader :- here: Step of a pilot ladder which prevents the ladder from twisting

Stand by (to) :- To be in readiness or prepared to execute an order; to be readily available

Stand clear (to):-  here: To keep a boat away from the vessel

Standing orders:-  Orders of the Master to the officer of the watch which s/he must comply with

Stand on (to) :- To maintain course and speed

Station:-  The allotted place or the duties of each person on board

Stripping :- Draining tanks of the remaining cargo, water, etc.

Survivor :- A person who continues to live in spite of being in an extremely
dangerous situation, e.g. a shipping disaster.

Take off (to) :- A helicopter lifts off from a vessel's deck

Target :- The echo generated e.g. by a vessel on a radar screen

Tension winch:-  A winch which applies tension to mooring lines to keep them tight

TEU :- Twenty Foot Equivalent Unit (standard container dimension)

Track :- The path followed, or to be followed, between one position and another

Transit :- here: The passage of a vessel through a canal, fairway, etc.

Transit speed:-  Speed of a vessel required for the passage through a canal, fairway, etc.

Transshipment (of cargo) :- here: The transfer of goods from one vessel to another outside harbours

Underway:-  A vessel which is not at anchor, or made fast to the shore, or aground

Union purchase:- A common method of cargo handling by combining two derricks, one of
which is fixed over the quay, the other over the hatchway

Unlit :- When the light characteristics of a buoy or a lighthouse are inoperative

UTC :- Universal Time Co-ordinated (ex GMT)

Variable (of winds) :- When a wind is permanently changing the direction from which it blows

Veering (of winds) :- Shifting of wind direction in a manner, in time; opposite of backing

Veer out (to)(of anchors):-  To let out a greater length of cable

VHF :- Very High Frequency (30 - 300 MHz)

Walk out (to) (of anchors):-  To reverse the action of a windlass so as to ease the cable

Way point :- A position a vessel has to pass or at which she has to alter course
according to her voyage plan

Windward :- The general direction from which the wind blows; opposite of leeward

Wreck :- A vessel which has been destroyed or sunk or abandoned at sea

In addition, several VTS special terms are used in the shipping industry. We hope to bring that to you in a future article.

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The Future of The Merchant Shipping Industry

 The naval field is thousands of years old.  Ancient man sailed the seas for various purposes.  Here are some of them:

   •Propagation of religions
   • Discovering new countries (exploration)
   • Invasion of countries
   • Engaging in trade.. etc..

Today we are going to talk about shipping for the purpose of trade mentioned here..This is also a field that is many years old.  But this field became a specialized field during World War. During the war, Britain relied on civilian ships to import food and raw materials, as well as to transport and supply soldiers abroad.  The name 'Merchant Navy' was given by King George V after World War I in recognition of the contribution of merchant sailors.

   In both world wars, Britain's trade group was the largest in the world.  In 1939, Britain was one-third of the world's merchant ships, with about 200,000 sailors.  Many merchant sailors came from India, Hong Kong and West African countries in the British Empire.  Sometimes women served at sea in the Merchant Navy.


   Initially, ships were controlled by governments of various countries, but today most of the Merchant Navy ships are controlled by various private companies.  This is one of the main reasons why such private companies are involved in this field as it is a very lucrative field.  Some private shipping companies now own hundreds of ships.  Those ships are all over the world.  Below are a few of those companies.


 1. Maersk - 705 ships
 2. Mediterranean Shipping Company - 579 ships
 3. COSCO Shipping - 503ships
 4. CMA CGM - 570 ships


These companies are currently the largest shipping companies in the world.  About the types of ships used in the merchant shipping industry.  This site also has some articles about the world's largest ships. Be sure to read them as well.Top 10 Biggest ships in world



With the advancement of technology, the field of merchant navy is also undergoing a rapid revolution. It is indeed a very good progress. A few years ago, there were more than 100 employees working on a merchant ship.  However, with the advancement of machinery, most of the merchant ships, other than passenger ships, have now reduced their workforce to between 20 and 30. This is a very lucrative thing for shipping companies.  But job losses are a factor that affects some people. Generally, the crew of a ship is very small at present, but his salary is generally high. Read this article to know more about the ship's crew and positions.Different ranks of sailors


The merchant shipping sector has become an evolving sector day by day.This field can be described as having suffered less damage than other fields during the last Covid-19 epidemic.This is because most countries meet even their basic needs through the medium of shipping.  Also, the negative impact on the sector is increasing day by day. One of the main impacts is the threat of pirates.  Many young people in poor countries are involved in these robberies.  Somalia is a major country of this.  Click here to read more about the activities of pirates in Somalia.Attack on merchant ships by Somali pirates


In addition, wars between different countries are having a major impact on the merchant shipping industry.  The most recent prime example is the Iran-Iraq war.  Many merchant ships were damaged during this war.  Despite many crises, this sector can undoubtedly be recognized as one that can control the economy of the entire world.


Shipbuilders today The focus is on building ships powered by unmanned autopilot technology.  But the technology could take decades to be put into practice.  However, there are still job opportunities open to you in this field. It is one of the most successful income earning fields in this field.  Stay tuned to our website to find out about those job opportunities as well.


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Types of Ships According to Their Size

As you may recall, we have previously classified ships according to the type of cargo they carry and the field in which they are used.Read those articles here...


Today we are going to talk about how to classify ships according to their size.This category is often used in merchant ships.Ships come in a variety of sizes.Today we are going to talk about 6 main categories that categorize them.

1. Handy / Handymax
2. Aframax
3. Panamax / New Panamax
4. Suezmax
5. Cape Size
6. VlCC / ULCC

1. Handy / Handymax

A ship of this size is usually about 150 - 200m long(length).These ships are traditionally used to transport dry cargo with a capacity of at least 60000TPM.Most cargo ships are of this size.This is because a ship of this size can easily enter any international port.Also, ships of this size can be handled very easily.Nowadays, many shipping companies are more inclined to buy ships of this size.

2. Aframax


Average Freight Rate Assessment or AFRA is a medium sized vessel with a capacity between 80,000 and 120,000 TPM.Aframax vessels can be loaded with over 700000 crude oil casks. These ships are mostly used for short and medium distance oil trade. Mainly in low production region. The beam of the vessels is restricted to 32.3 m.These ship sizes gain their title from the Average Freight Rate Assessment schematic devised by the shipping conglomerate Shell in the mid 1950s.


3. Panamax / New Panamax


Ships with the maximum size that can pass through the Panama Canal are called Panamax Size ships.Ships of the Panamax size range belong to the following measurements.

         • Length = 294m
        •  Beam  = 32.3m
        •  Draft    = 12m
        •  Height = 57.91m
        •  5000 TEU

In 2016, the size of the Panama Canal was increased under the Panama Canal Expansion Project.  Later, larger ships were able to pass through the Panama Canal.Thereafter, ships with the maximum size that could pass through the Panama Canal became known as the New Panamax size ships.The measurements required for a ship of that size are as follows.

                  • Length = 366m
                  • Beam = 49m
                  • draft = 15.2m
                  •  12,000 TEU

Cargo ships and Oil Tanker are common in the Panamax and New panamax categories.Their capacitance can range from 50,000 to 80,000 TPM.



4. Suezmax


Ships of the maximum size that can pass through the Suez Canal belong to this category. Ships of this size have a capacity of between 120,000 and 200000 TPM.  These are medium sized ships.There is no definite limit to the maximum length and width that these ships can have.  Ships with a draft less than 20m can pass through this.  But the maximum height set by the Suez canal bridge.The average ship is about 275 meters long.


5. Capesize


The Suez and Panama canals were designed to shorten the ship's route.  Prior to the construction of the canal, all ships passed through Cape Point, South Africa.
              Capesize ships are vessels that are not allowed to cross the Panama and Suez Canals.  They are bulk carriers serving deep water terminals such as iron ore or coal and must pass through the Cape Horn in South America or the Cape of Good Hope in South Africa.  TPMs can transport between 80,000 and 175,000 TPMs, and ports lack the infrastructure to obtain them.


6. VLCC / ULCC


VLCC stands for Very Large Crude Carriers.  These are oil tankers.  These ships are capable of carrying a capacity between 150000 and 320000 TPM.
    ULCC stands for Ultra Large Crude Carriers.  These are even larger than VLCC.  The world's largest ships also fall into this category.  These are also known as Supertankers.  These ships are capable of carrying between 320000 and 550000 TPM.

These ships are used to cover extensive routes from the Middle East to Europe, East Asia and North America via the Cape of Good Hope or the Strait of Malacca. Their extensive size requires terminals that are specifically built for them.



In addition, there are several other ship classifications that need to be talked about.  Below is a brief introduction about them


Seawaymax

 Suitable for passing through the San Lorenzo sea route and therefore gain access from the Atlantic to the Great Lakes region of North America.Such kinds of vessels have lengths of about 226 meters with widths of about 24 meters and drafts up to 8 meters.

Malaccamax

The maximum size allowed for crossing the Strait of Malacca (Southeast Asia).These ship sizes measure about 400 meters lengthwise with a DWT up to 165,000 DWT.

Q-Max

 LNG ships with the maximum allowable size at Qatar’s LNG terminal.These cargo ships have a capacity to carry about 266,000 cubic meters LNG.

Chinamax

 High-capacity and wide cargo ships for certain routes with China.China Max ships have a Dead Weight Tonnage (DWT) of up to 4,00,000 tonnes and measure about 360 meters lengthwise with a breadth of about 65 meters and a draft of about 25 meters.



The entire shipping industry depends on the smooth functioning of this merchant classification.  The operational viability of the ship and its nutrition helped to nurture the global cargo shipping domain and the integrity of a commercial setting is fully and strictly protected across borders.

Attack on Merchant Ships by Somali Pirates


Threats from pirates continue to weigh heavily on the shipping industry.Among them, the influence of Somali pirates is very high. Today we are going to talk about how Somali pirates make money and minimize their threats.


The TI Europe, one of the four largest Ships in the world. And here's a banana for Scale At 380 meters long, or twele hundred feet it's 41. longer than the Trtanic, In this business, efficiency is everything and every dollar Counts.A ship made with twice the Steel has much more than twice the Capacity, with roughly the Same Size Crew.
      Bigger boats, there froe, cost only a little bit more and yet make a lot more money. So here we are, with Suprkankers that can hold three million(3,166,353) barrels of oil. Which, at today's going price, makes the TI Europe a $ 174 million (3,166,353×$55 = 174,149,415) target for pirates.
 
        Last year, an attack was reported every other day in Some of the busiest, most well patrolled routes, like the Gulf of Aden, the Singapore straight, and the Coast of Malaysia. But these are not piarrot - wearing, word- Carrying outlaws. 'Today's pirates operate a Carefully- planned, well - executed business - with investors, a stock market, chain of command, and experienced negotiators. All without the help of Linkedln. Every part of an attack is a fascinating lesson in ecconomics And with profit margins of over 30%- even Apple should be jealous.

         Somalia is by almost every metric, one of the hardest places of live on Earth. It's now three-decade long Civil war has not only led to drought and famine but also left the Country without a unified Central government. To the north are the independent but unre cognized States of Somaliland and puntland.

           In the South, Contorl is Split between the federal govermment based in the capital Mongadishu, and large, terrorist factions, This makes buiIding infrastructure like Schools and hospitals entremely difficult. which, in turn, makes building a formal economy, nearly impossible. The result is a 55-year life expectancy, one of the lowest inthe world, and a GDP that make Ghana and Madagascar look rich. while next - door Ethiopia makes money growing coffee, potatoes, and Cereals, Somalia is not so lucky. only 1.8%. of its land is arable, Compared s to half of india, or 34% of Germany. It's two climates are hot and really hot. But , it does have one thing going for it the longest Coastline of any Conutry in Africa. Fishing Should be a huge Source of income. 

But, you guessed it, there's a Catch.


Fxorign Companies noticed the Country Seemed a a little predccupied at the moment and probably wouldn't notice if they dumped toxic waste in its waters kelling thousands of fish in the process. Those that Survived are, now Caught... illegally by foreign fishermen, who steal $300 milion worth every year, leaving Somalia with only a small share of its own tuna. 

So, just to recap. somalis are given little education, face a constant threat of Violence, have nearly zero health care and a per Capita GDP of... keep Scrolling... $104 or tuwenty-eight cents, Per Person, per day The average ransom, on the other hand, is 2.7 million, so piracy is not exactly a tough Sell. It all beging by identifying a target. The ideal victim Comes from a rich Coantry, is traveling slowly, and near the Coast. Or, in the case of luxury cruise Ship Star Breeze which was attacked in 2005, all three, 


 The next step is financing.: 

  A single attack  may cost $ 30,000 up front, which is already a lot, but especially in somalioa. So the riskis usually spread between 3-5 investors  who buy Shares in an  informal stock imarket.

 Now Comes the attack.

with one, large mother ship; anywhere between 4 and 2O pirates follow their target-up to 800 miles off the "Coast. once they get closep they switch to one or two small chaser boats, and use rope and ladder  to board the Ship. of course, the crew is trying to speed up or change directions, and fight backs but they also khow they're no match for the Ak -47s, rocket launchers, and desperation of the pirates. The Crew is gathered together, and  their communications destroyed, making the Ship go dark.. The next step depends' on their business model. In areas like south East Asia the goal is often stealing oil, selling it to anyone smart enough not to ask why it's so sheap, But here, in somalia, Pirates rerely touch the cargo. The crew is by far, the most valuable thing on board. They-Steer the Ship to a near by port, Where the most tense Part of the Operation beging. With anly one buyer and one seler, almost hone of the nules of a normal negotiation apply. Neither party has all the information  and both have great incentive to lie. The owner of the Ship wants to appear poor,I driving down the ransom.


     The Pirates, meanwhile, need to seem rash enough to deliver on their threats and yet patient enough to wait for a deal. Because, the clock is ticking. As time goes on, the value of the ship and its Carg goes down, and the average ransom generally goes up. Talks, therefore, Can last three, four, five hundred days, all Spoken through a translator, ofiten with Several different negotiators. If the owher has kindnapping & and Ransom insurance, negotiations are made by a professional, who reduces the Chance Of death from 9% to just two.  But Companies aren't allowed to say they have insurance. in fact, many Corporate travelers dont know they have K & R insurance. If they did, it would be invalidated. Beause of the incentives, an agreement is almost always reached. pirates bring the Crew up to the top deck, Confirming their safety.

     And then, a helicopter flies overhead and drops a water proof Containerfull of cash. Finally, Comes a pirate's favorite job accounting. First, investors get their guaranteed cut of at least 30% The port, who looked the other way while they parked the Ship, gets 5 - 10%,  And the rest is Split between the attackers, with a bonus of around $10, 000 for being first to board the ship. The seenario plays out hundreds of times a year, and Costs shipping Companies a total of 4.9 to $ 8.3 billion a year - including -security and insurace. Even just Speeding up from 13 to 18 knotS Costs an extra $8, 000 in fuel, per Ship, per day. And those Costs are passed on to you anc me. we all pay a hidden "Piracy Tax", so, what Can be does ?

    The obvious answer is fighting back. NATO's operation ocean Shield greaty reduced attacks from 2009 to 16 by patrolling danger ous waters.
 And any Shippers now. hire private security Companies to fill that role. But this Creates a free rider problem, other companies and Countries: benefit from that security without paying for it themselves. Like wise, everyone would be better off if no ane paid ransoms, but it's always in each Company's best interest to pay them. 
      All of these Solutions reduce piracy, but none of them solve it. For 30-$ 75, 000 per attack, there will alway: be Sameone willing to take that risk no matter how high it becomes. The only real salution is economic, giving pirates alternative ways to make money. Rebuilding a Contry like somalia is a major under taking, but giving locals new skills and new opportunities really is the long-term Solution.


Stay tuned to our website until we find another similar article.  Have a nice day

Top 10 Biggest Ships in The World

Hi guys, you may remember we talked about Top 10 Biggest Container Ships, Oil Tankers and Cruise Ships separately in a few previous articles.
If you missed those articles, read them here,


Today we are going to talk about the 10 largest ships in the world in general.

The Royal Mail Steamer Titanic or Titanic in short is a British passenger liner in the North Atlantic Ocean and One of the famous ship that sank on 14th of April 1912 after striking an ice berg during her maiden voyage.It was the biggest ship during her time. But till date there are more than 50 ships which are larger and longer than the Titanic.These are some of the cruise ships , oil tankers,container ships and bulk carriers.But in our list today we will only the selected 10 famous ships larger than Titanic.


10. QUEEN MARY ,UK

It is a retired British ocean liner that sailed primarily in the North Atlantic Ocean  from 1936 to 1967. Queen Mary was once considered the finest ocean liner and it made exactly 1001 tramsatlantic crossing before it was converted into a hotel in Long Beach California.


09. FREEDOM OF THE SEAS, Norway and USA


Freedom of the seas is a cruise ship operated by Royal Caribbean International. It launched in May 2006 as of November 2018. She is one of the 15 largest passenger ship in the world with about 3634 passenger and 1300 crew


08. USS ENTERPRISE , USA


At number 8 spot comes the biggest Navy ship ever built in history. USS Enterprise is decommissioned nuclear powered aircraft carrier in service during 1961 to 2012. It has length of 342.2 m and weight displacement of 94 781t .



07. MS BERGE STAHL , Norway


The MS Berge Stahl is bulk carrier merchant ship mainly transporting out of Iron ore , That has capacity of 364 767 t deadweight and she was one of the longest during her time. A length of about 342.08m



06. QUEEN MARY 2 , UK



Queen Mary 2 named by Queen Elizabeth in 2004 , It is a British American liner that made her maiden voyage in January 2004 . At the time of her constitution Queen Mary 2 was the longest at 345.03 and largest with a displacement weight of 79 300t


05. ALLURE OF THE SEAS , Norway and USA


 Allure of the Seas is an Oasis-class cruise ship owned and operated by Royal Caribbean International. As of 2018, the Oasis class ships were the largest passenger vessels ever in service, and Allure is 50 millimetres (2.0 in) longer than her sister ship Oasis of the Seas, though both were built to the same specifications. Designed under the name "Project Genesis", she was ordered from Aker Finnyards in February 2006 and her construction began at the Perno shipyard, Turku, Finland, in February 2008.She was named in May 2008 after a contest was held to name her and her sister.The keel of Allure of the Seas was laid on 2 December 2008, shortly after the shipyard had been acquired by STX Europe.She has a total length 360m and displacement 100 000t



04. MS VALE , Brazil 


Ms Vale Brasil previously know as well Brasil is a very large Ore carrier owned by brazilian mining company Vale. She is the first of 740 000t very larg Ore carrier and it is designed to carry Iron Ore from Brazil to Asia. MS Vale Brasil stretches up to 362m.


03. MAERSK LINE , DENMARK 



Maersk Triple E class container ships comprise a family of very large container ships of more than 18 000 TEU. When thay were built they were the largest container ships in the world. The biggest of this class is Maersk Mckinney Moller with the length of 399.2m and a displacement of 55 000t.


02. BATILLUS CLASS , France


The Batillus class super tanker was a class of super tankers ships built in France at the end of 1970's and four such ships were built between 1970 and  1976. Serving until the final one was Scrapped in 2003, The length of each Batillus class was 414.2 and displacement of 77 300t.



01. SEAWISE GIANT / KNOCK NERVIS , Japan




The Seawise Giant was a ULCC super tanke. That was longest ship ever built . It possessed the heaviest dread rate ever recorded and the length of Knock Nervis is 458.45m. When fully loaded it's displacement was 657 019t. It sank during the Iran - Iraq war.But was later salvaged and restored to service. It was converted to a floating storage and offloading unit in 2004


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