United States Merchant Marine emblem:465 (1,000 GRT):29,000:12,000:28,000Source:. DOL, Bureau of Labor Statistics.
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Retrieved March 31, 2007.The United States Merchant Marine refers to either United States civilian mariners, or to U.S. Civilian and federally owned. Both the civilian mariners and the merchant vessels are managed by a combination of the government and private sectors, and engage in commerce or transportation of goods and services in and out of the of the United States. The Merchant Marine primarily transports cargo and passengers during peacetime; in times of war, the Merchant Marine can be an auxiliary to the, and can be called upon to deliver military personnel and for the military. Merchant Marine officers may also be commissioned as military officers by the Department of Defense. This is commonly achieved by commissioning unlimited tonnage Merchant Marine officers as in the.Merchant mariners move cargo and passengers between nations and within the United States, and operate and maintain deep-sea, towboats, excursion vessels, charter boats and other waterborne craft on the oceans, the, rivers, canals, harbors, and other waterways.As of October 1, 2018, the United States merchant fleet had 181 privately owned, oceangoing, self-propelled vessels of 1,000 and above that carry cargo from port to port.
Nearly 800 American-owned ships are flagged in other nations.The federal government maintains fleets of merchant ships via organizations such as (part of the US Navy) and the, which is managed by the. In 2004, the federal government employed approximately 5% of all American water transportation workers.In the 19th and 20th centuries, various laws fundamentally changed the course of American merchant shipping. These laws put an end to common practices such as and, and increased shipboard safety and living standards. The United States Merchant Marine is also governed by more than 25 (as of February 17, 2017) international conventions to promote safety and prevent pollution., approved November 23, 1977, granted veteran status to and 'any person in any other similarly situated group' with jurisdiction for determination given to the who delegated that determination to the. Although the Merchant Marine suffered a per capita casualty rate greater than those of the U.S. Armed Forces, merchant mariners who served in were denied such veterans recognition until 1988 when a federal court ordered it. The Court held that 'the Secretary of the Air Force abused its discretion in denying active military service recognition to American merchant seamen who participated in World War II.'
Flag of the United States Merchant Marine, (officers), and supervise ship operations on domestic waterways and the high seas. A captain (master) is in overall command of a vessel, and supervises the work of other officers and crew. A captain has the ability to take the from a mate or pilot at any time he feels the need.
On smaller vessels the captain may be a regular, similar to a mate, directly controlling the vessel's position. Captains and department heads ensure that proper procedures and safety practices are followed, ensure that machinery is in good working order, and oversee the loading and discharging of cargo and passengers. Captains directly communicate with the company or command , and are overall responsible for cargo, various logs, ship's documents, credentials, efforts at controlling pollution and passengers carried. Mates direct a ship's routine operation for the captain during work shifts, which are called.
Acting on their behalf to the design and construction of a ship in order to conform to the goals and functional requirements. Tier V – Industry practices and standards Industry standards, codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc., which may be incorporated into.
Mates stand watch for specified periods, usually in three duty sections, with four hours on watch and eight hours off. When on a navigational watch, mates direct a by, directing through the and speed through the (or directly in open ocean).
When more than one mate is necessary aboard a ship, they typically are designated or first mate,. In addition to watch standers, mates directly supervise the ship's crew, and are assigned other tasks. The chief mate is usually in charge of cargo, and the, the second mate in charge of plans and updates and the third mate as the safety officer. They also monitor and direct deck crew operations, such as directing line handlers during, and, monitor cargo operations and supervise crew members engaged in maintenance and the vessel's upkeep. guide ships in and out of confined waterways, such as harbors, where a familiarity with local conditions is of prime importance. Harbor pilots are generally who accompany vessels while they enter or leave port, and may pilot many ships in a single day.
, or engineers, operate, maintain, and repair engines, boilers, generators, pumps, and other machinery. Merchant marine vessels usually have four engine officers: a and a, and assistant engineer. On many ships, Assistant Engineers stand periodic watches, overseeing the safe operation of engines and other machinery. However, most modern ships sailing today utilize unmanned machinery space (UMS) automation technology, and Assistant Engineers are dayworkers. At night and during meals and breaks, the engine room is unmanned and machinery alarms are answered by the Duty Engineer. and more experienced, or QMEDs, maintain the vessel in proper running order in the engine spaces below decks, under the direction of the ship's engine officers. These workers lubricate gears, shafts, bearings, and other moving parts of engines and motors; read pressure and temperature gauges, record data and sometimes assist with repairs and adjust machinery.
Are the entry-level workers in the engine room, holding a position similar to that of ordinary seamen of the deck crew. They clean and paint the engine room and its equipment and assist the others in maintenance and repair work. With more experience, they become oilers and firemen. United States Merchant Marine officer's crestand operate the vessel and its deck equipment under officer supervision and keep their assigned areas in good order. They watch for other vessels and obstructions in the ship's path, as well as for navigational aids such as. They also, and maintain and operate deck equipment such as, and cargo-handling gear. On tankers, mariners designated as pumpmen hook up hoses, operate pumps, and clean tanks.
When arriving at or leaving a dock, they handle the. Seamen also perform routine maintenance chores, such as repairing lines, chipping rust, and painting and cleaning decks.
On larger vessels, a —or head seaman—will supervise the work. As of 2011, a typical deep-sea merchant ship has a captain, three mates, a chief engineer and three assistant engineers, plus six or more unlicensed seamen, such as able seamen, oilers, QMEDs, and or known as stewards. Other unlicensed positions on a large ship may include electricians and machinery mechanics.
Further information:The history of ships and shipping in North America goes back at least as far as, who established a short-lived settlement called in present-day. The shipping industry developed as colonies grew and trade with Europe increased. As early as the 16th century, Europeans were shipping horses, cattle and hogs to the Americas.Spanish colonies began to form as early as 1565 in places like, and later in;,. English colonies like began to form as early as 1607. The connection between the American colonies and Europe, with shipping as its only conduit, would continue to grow unhindered for almost two hundred years. Revolutionary War. Between the American ship Jack crewed by U.S.
Merchant Mariners and HMS Observer by night on 29 May 1782.The first wartime role of an identifiable United States Merchant Marine took place on, in and around. A group of citizens, hearing the news from Concord and Lexington, captured the HMS Margaretta. The citizens, in need of critical supplies, were given an ultimatum: either load the ships with to build British barracks in Boston, or go hungry. They chose to fight.Word of this revolt reached Boston, where the and the various colonies issued to. The privateers interrupted the supply chain all along the of the and across the Atlantic Ocean. These actions by the privateers predate both the and the, which were formed in 1790 and 1797, respectively. 19th and 20th centuries.
Torpedoed merchant ship in the Atlantic Ocean during WWII.The merchant marine was active in subsequent wars, from the Confederate of the, to the assaults on Allied commerce. 3.1 million tons of merchant ships were lost in World War II.
Mariners died at a rate of 1 in 26, which was the highest rate of casualties of any service. All told, 733 American cargo ships were lost and 8,651 of the 215,000 who served perished in troubled waters and off enemy shores.Merchant shipping also played its role in the wars in. During the Korean War, under the operational control in theater of the (MSTS), the number of chartered ships grew from 6 to 255. In September 1950, when the went ashore at, 13 Navy cargo ships, 26 chartered American, and 34 Japanese-manned merchant ships of the MSTS participated.During the Vietnam War, at least 172 ships were activated, and together with other US-flagged merchant vessels crewed by civilian seamen, carried 95% of the supplies used by the American armed forces. Many of these ships sailed into combat zones under fire. The involved the capture of mariners from the American merchant ship SS Mayaguez.During the first, the merchant ships of the (MSC) delivered more than 12 million metric tons of vehicles, and other supplies and equipment. At one point during the war, more than 230 government-owned and chartered were involved in the sealift.As of January 2017, U.S.
Government-owned merchant vessels from the have supported emergency shipping requirements in 10 wars and crises. During the Korean War, 540 vessels were activated to support military forces. A worldwide tonnage shortfall from 1951 to 1953 required over 600 ship activations to lift to Northern Europe and grain to India. The required 698 activated ships to store grain from 1955 through 1964. After the in 1956, the NDRF activated 223 cargo ships and 29 tankers. During the, 18 NDRF vessels were activated, remaining in service until 1970.
The Vietnam War required the activation of 172 vessels.Since 1976, the Ready Reserve Fleet (RRF) has taken the brunt of the work previously handled by the National Defense Reserve Fleet. The RRF made a major contribution to the success of / from August 1990 through June 1992, when 79 vessels helped meet military sealift requirements by carrying 25% of the unit equipment and 45% of the ammunition needed.Two RRF tankers, two (RO/RO) ships and a troop transport ship were employed in for in 1993 and 1994. During the in 1994, 15 ships were activated for operations. In 1995 and 1996, four RO/RO ships were used to deliver military cargo as part of US and UK support to missions.Four RRF ships were activated to provide humanitarian assistance for Central America following in 1998.
21st century In 2003, 40 RRF ships were used in support of. This RRF contribution included sealifting into the combat theater equipment and supplies including combat support equipment for the Army, Navy Combat Logistics Force, and USMC Aviation Support equipment. By the beginning of May 2005, RRF cumulative support included 85 ship activations that logged almost 12,000 ship operating days, moving almost 25% of the equipment needed to support operations in Iraq.The was also involved in the, delivering 61,000,000 square feet (5,700,000 m 2) of cargo and 1,100,000,000 US gallons (4,200,000 m 3) of fuel by the end of that year. Merchant mariners were recognized for their contributions in Iraq. For example, in late 2003, VADM, commander, awarded the crew of the.The RRF was called upon to provide humanitarian assistance to gulf coast areas following and landfalls in September 2005.
The requested a total of eight vessels to support relief efforts. Messing and berthing was provided for refinery workers, oil spill response teams and longshoremen. One vessel provided electrical power.As of 2007, three RRF ships supported the U.S. Army's Afloat Prepositioning Force (APF) with two specialized tankers and one dry cargo vessel capable of underway replenishment for the Navy's Combat Logistics Force.On October 22, 2015, a Military Sealift Command oiler and a United States civilian tanker refueled at sea during an exercise. This is not normally done as commercial fleet vessels are not normally geared for this type of exercise.
This was done to increase operational readiness of MSC's naval auxiliary assets and prove flexibility of operation. Flag Ship Fleets Commercial fleet As of 31 December 2016, the United States merchant fleet had 175 privately owned, oceangoing, self-propelled vessels of 1,000 and above that carry cargo from port to port. One hundred fourteen (114) were dry cargo ships, and 61 were tankers. Ninety seven (97) were eligible, and 78 were non-Jones Act eligible. MARAD deemed 152 of the 175 vessels 'militarily useful.' In 2005, there were also 77 passenger ships.
Of those American-flagged ships, 51 were foreign owned. Seven hundred ninety-four (794) American-owned ships are flagged in other nations.2005 statistics from the focused on the larger segment of the fleet: ships of 10,000 tonnes (DWT) and over. Two hundred forty-five (245) privately owned American-flagged ships are of this size, and 153 of those meet the Jones Act criteria.The World War II era was the peak for the U.S. During the post-war year of 1950, for example, U.S.
Carriers represented about 43 percent of the world's shipping trade. By 1995, the American market share had plunged to 4 percent, according to a 1997 report by the U.S. The report states, 'the number of U.S.-flag vessels has dropped precipitously — from more than 2,000 in the 1940s and 850 in 1970 to about 320 in 1996.' A diminishing U.S. Fleet contrasted with the burgeoning of international sea trade.
For example, worldwide demand for led to the growth of the global (LNG) tanker fleet, which reached 370 vessels as of 2007. In 2007 the (MARAD) set uniform LNG training standards at U.S. Maritime training facilities. While short-term imports are declining, longer term projections signal an eightfold increase in U.S.
Imported LNG by 2025, the worldwide LNG fleet does not include a single U.S. Flagged vessel. Moreover, only five U.S.
Deepwater LNG ports were operational in 2007, although permits have been issued for four additional ports, according to MARAD.The U.S. Pool of qualified mariners declined with the fleet. In 2004, MARAD described the gap between sealift crewing needs and available unlicensed personnel as 'reaching critical proportions, and the long term outlook for sufficient personnel is also of serious concern.'
Future seagoing jobs for U.S. Mariners may be on other than U.S.-flagged ships. American-trained mariners are being sought after by international companies to operate foreign-flagged vessels, according to Julie A. Nelson, deputy maritime administrator of the U.S. For example, Shell International and Shipping Company Ltd. Began recruiting U.S.
Seafarers to crew its growing fleet of tankers in 2008. In 2007, and the Maritime Administration agreed to allow American maritime academy cadets to train aboard OSG's international flag vessels. In 2015, the average salary of American mariners was $39,000. Federal fleet.
A, crewed by United States Merchant Mariners.MSC tankers and freighters have a long history of also serving as supply vessels in support of civilian research in the and, including:,; and in the Arctic.The (NDRF) acts as a reserve of cargo ships for national emergencies and defense. As of 31 January 2017, the NDRF fleet numbered 99 ships, down from 2,277 ships at its peak in 1950. NDRF vessels are now staged at the James River (off Ft.
Eustis, VA);, TX; and (off Benicia, CA) anchorages, and other designated locations.A component of the NDRF was established in 1976 to provide rapid global deployment of military equipment and forces. As of January 2017, the RRF consists of 46 vessels, down from a peak of 102 vessels in 1994. Two RRF ships are homeported at the NDRF anchorage in Beaumont, TX, while the remainder are assigned to various other homeports.In 2014, the federal government reported directly employing approximately 5,100 seafarers, out of an industry total of over 78,000 water transportation workers in Occupation Code 53-5000, which represented about 6.5% of all water transportation workers, many of whom worked on Military Sealift Command supply ships. By 2016, MSC reported employing more than 5,500 federal civilian mariners.
Training Training and licensing are managed by the United States Coast Guard, guided by the United States, Chapter I, Subchapter B. Training requirements are also molded by the International Convention on Standards of Training, Certification, and Watchkeeping for Seafarers (or ), which prescribes minimum standards that must be met.Officers / Licensed (Unlimited Tonnage) Unlimited tonnage (referred to as mates) and are trained at maritime academies, or by accumulating sea-time as a rating on an unlimited tonnage ship along with passing certain training courses. Officers hold senior leadership positions aboard vessels, and must train over several years to meet the minimum standards.
At the culmination of training, potential deck officers must pass an extensive examination administered by the U.S. Coast Guard that spans five days. Upon meeting all requirements and passing the final license examination, new deck officers are credentialed as. To advance in grade, such as to 2nd Mate or 2nd Engineer, sea time in the prior grade and additional endorsements and testing are required. The term 'unlimited' indicates that there are no limits that the officer has in relation to the size and power of the vessel or geographic location of operation.United States Merchant Marine Academy. Joseph Banks Williams was the first African American to graduate from the Academy, in 1944.Joseph Banks Williams entered the Academy in 1942 and was the first African-American to graduate in 1944.
Admission requirements were further changed in 1974, when the USMMA became the first Federal service academy to enroll female students, two years before the other Federal service academies.Freshmen, known as ',' upon reporting in June or July of each year as the incoming class, begin a three-week indoctrination period, also known as 'Indoc.' Indoc is functionally run by upperclass midshipmen, but is overseen by officers of the who are part of the Commandant of Midshipman's staff. This high stress period involves physical training, marching, and an intensive introduction to regimental life at the academy. After the indoctrination period is completed, the academic year begins.U.S. Citizen candidates for admission must sign a service obligation contract as a condition of admittance to the USMMA; U.S. Candidates who completed Indoc will execute the Oath of Office as a Midshipman in the Navy Reserve the day prior to Acceptance Day. Plebes officially become part of the USMMA Regiment of Midshipmen on Acceptance Day, which is now standardized at 2 weeks after Indoc ends.
Until they are 'recognized' later in the academic year, plebes must continue adhere to stringent rules affecting most aspects of their daily life. After earning it, the plebes are recognized, henceforth accorded privilege of the title, which gives them more privileges, known as 'rates.' Delivering the commencement address at the United States Merchant Marine Academy.Academy students focus on one of two different areas of education: marine transportation. Transportation students learn about ship, cargo handling,. Engineering students learn about the function of the ship's engines and its supporting systems. WWII advertising posterFor part of and junior year, known at the Academy as third class and second class years, midshipmen work as on American- merchant ships.
Midshipmen are typically paired two to a ship, one engine cadet and one deck cadet. Midshipmen work and function as part of the crew and gain an opportunity for generous amounts of hands-on experience as well as the opportunity to travel abroad to many different foreign ports. The average midshipman travels to 18 countries during this period, which totals a minimum of 300 days. Due to this absence from the Academy, the remaining three academic years span from late July, through mid-June. Military Status of Midshipmen Immediately upon taking the Oath of Office as navy reservists, the first year students become members of the U.S.
Military, subject to various regulations and military discipline under the Uniform Code of Military Justice (UCMJ), and are subject to mobilization policies in the event of war or national emergency.USMMA graduates must maintain their merchant mariner licensing for 6 years following graduation, and must serve at least 5 years as either a merchant marine officer aboard a U.S.-flagged vessel or with a maritime-related profession, or 5 years of active duty service as a commissioned officer in any of the U.S. Uniformed Services (Army, Navy, Marines, Air Force, Coast Guard, National Oceanic Atmospheric Administration (NOAA), or Public Health Service).
All newly commissioned uniformed services officers, active or reserve component, will swear the Oath of Office and serve a minimum military service obligation of 8 years (any portion not served on active duty will be served in the reserve component). State maritime academies. TS Texas Clipper II (1999-2005), training ship for the Texas A&M Maritime AcademyLike the Federal USMMA, the following six offer the same training and licensing opportunities for future United States Merchant Marine officers, with varying USCG-approved programs.
Each academy operates their own training ship, which are owned by the U.S. Government and loaned to the academy. These ships act as training laboratories during the academic year, and are sailed on by the cadets during training cruises for months at a time. One example of a training ship is, at the California Maritime Academy.Unlike midshipmen from the USMMA, students at any of the state maritime academies are not automatically appointed as members of the Navy Reserve or any branch of the armed forces, nor are they guaranteed commissions as military officers.Merchant mariner license program cadets at any of the state maritime academies may apply for commission as a Strategic Sealift Officers in the Navy Reserve and are eligible to receive a $8,000 annual student incentive payment from MARAD. They must however, apply for and be accepted to a simultaneous-membership military service program consisting of both appointment as a midshipman in the Navy Reserve and reserve enlisted status. After receiving the student incentive payments for 2 years, uniformed service obligations commence upon either graduation or dismissal for any reason from the program.
Graduates must comply with their state maritime academy enrollment agreements, and subsequent employment limitations, if any. Women were barred from all U.S. Maritime academies until 1974, when the USMMA, and the first admitted women cadets. Hawsepiper. Main article:An informal maritime industry term used to refer to a merchant ship's officer who began his or her career as an unlicensed merchant mariner and did not attend a traditional maritime college/academy to earn the officer's license.
This term is similar in use and definition to a U.S. Naval services who went from enlisted to officer. A hawsepiper earns their officer's license by attaining the required sea time as a rating, taking required training courses, and completing onboard assessments. When all requirements are met, the mariner can apply to the United States Coast Guard's National Maritime Center to take the license examination.Ratings / Unlicensed Unlicensed personnel (synonymous with ratings) are generally trained through several private programs funded by maritime unions, shipping companies, or by one's own expense.
An example training institution would be the, or better known as 'Piney Point.' Generally the merchant mariner works their way up through the rates with sea time on the job. Entry level ratings would be ordinary seaman in the deck department and marine wiper in the engine department.Unlicensed personnel must have sufficient sea time in a qualified rating and complete specified testing and training. These requirements are outlined in the International Convention on Standards of Training, Certification, and Watchkeeping for Seafarers , to advance in rate.Limited-tonnage mariners Limited tonnage licensed mariners hold senior positions aboard small ships, boats, and similar vessels, but are restricted to certain tonnages (under 1600 ), types of vessels, and geographic locations. Important laws Several laws shaped the development of the U.S. Merchant Marine. Chief among them are the ',' the ' (commonly referred to as the 'Jones Act'), and the '.'
The Seamen's Act of 1915. (center), with maritime labor leader (left) and, circa 1915.The Seaman's Act significantly improved working conditions for American Merchant Marine seamen. The brainchild of president, the Act was sponsored in the by and received significant support from. The Jones Act was sponsored by Senator of.The 'Merchant Marine Act of 1920', often called 'The Jones Act', required U.S.-flagged vessels to be built in the United States, owned by U.S. Citizens, and documented ('flagged') under the laws of the United States. Documented means 'registered, enrolled, or licensed under the laws of the United States'.
The Act also required that all officers and 75% of the crew be U.S. Vessels satisfying these requirements comprised the 'Jones Act Fleet', and only these vessels were allowed to engage in ', or carrying passengers or cargo between two U.S. There are countries in which, due to lower labor standards and prevailing wages, are much cheaper to document a vessel than the United States.
Critics of the act claim it unfairly restricts the lucrative domestic shipping business. Another important aspect of the Act is that it allowed injured sailors to obtain compensation from their employers for the negligence of the owner, the, or fellow members of the crew. The Merchant Marine Act.
Further information:The Merchant Marine Act of 1936 was enacted 'to further the development and maintenance of an adequate and well-balanced American merchant marine, to promote the commerce of the United States, to aid in the national defense, to repeal certain former legislation, and for other purposes.' Specifically, the Act established the and required a United States Merchant Marine that consisted of U.S.-built, U.S.-flagged, U.S.-crewed, and U.S.-owned vessels capable of carrying all domestic and a substantial portion of foreign water-borne commerce which could serve as a naval auxiliary in time of war or national emergency. The Act also established federal subsidies for the construction and operation of merchant ships. Two years after the Act was passed, the U.S. Merchant Marine Cadet Corps, the forerunner to the, was established. International regulations Federal law requires the Merchant Marine to adhere to a number of international conventions. This section needs additional citations for.
Unsourced material may be challenged and removed.Find sources: – ( March 2011). sailed as both third mate and chief mate, then went on to become the 'Father of the American Navy'., 28th White House Chief of Staff, 5th Homeland Security Secretary, Four star Marine General. went from seaman to navigator to winner of the 1993. After completing service in the Merchant Marine, two merchant mariners earned the:, earned the award in the Korean War; and earned the honor in the Vietnam War. Granville Conway, public servant, was a Presidential Medal for Merit recipient. In 2017, Sadie O. Horton, who spent World War II working aboard a coastwise U.S.
Merchant Marine barge, posthumously received official veteran's status for her wartime service, becoming the first recorded female Merchant Marine veteran of World War II. Sadie Horton was one of six from a single family serving on outdated barges to assist in moving bulk war materials to defense plants and coal to the power plants along the eastern coast. This section needs additional citations for.
Unsourced material may be challenged and removed.Find sources: – ( March 2011) The United States Merchant Marine has been featured in many movies and other fictional accounts.In animations and cartoons. was a merchant mariner before joining first the U.S.
Coast Guard., during World War II, was 'drafted' by Walt Disney and appeared as the official mascot of the United States Merchant Marine.Onscreen World War II fare.: a 1943 film featuring, and., as merchant mariners fighting the in World War II;.: starring John Wayne; and.: television documentary.: the character of Lieutenant Commander Murrell (played by ) says that he is a 'retread' (i.e. A merchant marine officer commissioned for war service in the U.S. Navy.Other movies prominently featuring the United States Merchant Marine.: a true story starring actor about modern United States merchant seafarers dealing with piracy;.: based on a true story of the rescue mission;.;.;.;.;.;.; and.On television.
On the, the characters and were merchant mariners;. On the popular 1960s television sitcom, Captain Jonas Grumby (the 'Skipper'), was variously referred to as having been formerly in the Merchant Marine and in the U.S. Navy;. On the popular 1960s television sitcom ' Wally's friend Lumpy receives informational book and application for the merchant marines. On the popular 1960s television sitcom, lead character, Lt. Quinton McHale, was referred to as a member of the Merchant Marine before World War II;.
On the 1980s sitcom, Henry P. Many English-speaking countries call their fleet the Merchant Navy.
Terms similar to merchant marine are used in, for example, the French and the Spanish. ^, retrieved February 17, 2017., retrieved October 23, 2015. Maritime Administration. Maritime Administration. Retrieved April 20, 2013.
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^ (PDF). US Department of Transportation, Maritime Administration - Office of Policy and Plans. October 1, 2018. Retrieved February 3, 2019. ^ In 2006, 264 American ships are registered in the Bahamas and the Marshall Islands, widely considered countries. ^.
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^. Retrieved February 17, 2017. ^ The International Maritime Organization (IMO) was first organized as an organ of the United Nations in 1948, but did not come into force until the 27th member (Egypt), of which 7 must have at least 1,000,000 tons of shipping, signed the International Maritime Organization Convention in 1958. There are currently more than 175 Member States, and 55 Conventions and Amendments managed by the IMO.
The US is signatory to at least 25 Conventions and Amendments covering maritime safety, pollution, security, search and rescue, and other issues, in addition to U.S. Laws and regulations. See: 2015-11-18 at. ^.
Retrieved February 17, 2017. ^ American Merchant Marine at War. American Merchant Marine at War. Retrieved April 20, 2013. CS1 maint: extra punctuation. Typical departments include the, and.
On smaller vessels, there may be only one mate (called a pilot on some inland towing vessels), who alternates watches with the captain. The mate would assume command of the ship if the captain became incapacitated.
On river and canal vessels, pilots are usually regular crew members, like mates. On inland waters, able seamen may simply be called 'deckhands.' . The size and service of the ship determine the number of crewmembers for a particular voyage. Small vessels operating in harbors, on rivers, or along the coast may have a crew comprising only a captain and one deckhand. The cooking responsibilities usually fall under the deckhands' duties.
On larger coastal ships, the crew may include a captain, a mate or pilot, an engineer, and seven or eight seamen. Some ships may have special unlicensed positions for entry level apprentice trainees. Retrieved February 17, 2017. Retrieved February 17, 2017. Retrieved February 17, 2017. Retrieved February 17, 2017.
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Webmaster: David Brown; Command, Control, Communications and Computer Systems Directorate; Code N6; phone 202-685-5326 e-mail: [email protected]. Approval authority: MSC Public Affairs. Retrieved February 17, 2017. Webmaster: David Brown; Command, Control, Communications and Computer Systems Directorate; Code N6; phone 202-685-5326 e-mail: [email protected]. Approval authority: MSC Public Affairs. October 2016. Retrieved February 17, 2017.
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The NDRF was established under Section 11 of the of 1946. The NDRF had 251 ships as of August 31, 2006.
On January 1, 2003, the number was 274 vessels. NDRF anchorage sites were originally located at Stony Point in, in the in,; in in, and. The Ready Reserve Force was originally known as the Ready Reserve Fleet, and consisted of 6 vessels.
As of 2007, the RRF included 58 vessels, and this number has dropped to 46 as of early 2017. Department of Labor, Bureau of Labor Statistics (October 2, 2015). Retrieved February 17, 2017. Webmaster: David Brown; Command, Control, Communications and Computer Systems Directorate; Code N6; phone 202-685-5326 e-mail: [email protected]. Approval authority: MSC Public Affairs.
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COAST GUARD COMPASS, OFFICIAL BLOG OF THE U.S. Retrieved February 16, 2017. ^ COMMANDANT of MIDSHIPMEN NOTICE 5000, dated 2016-01 (January 2016). UNITED STATES MERCHANT MARINE ACADEMY KINGS POINT, NEW YORK.
Retrieved February 16, 2017. ^, retrieved February 16, 2017. Merchant Marine Academy.
February 21, 2014. Retrieved February 17, 2017. ^. LII / Legal Information Institute. Retrieved January 16, 2017.
LII / Legal Information Institute. Retrieved January 16, 2017., retrieved February 16, 2017., retrieved February 16, 2017., retrieved February 16, 2017. Retrieved October 16, 2015. Retrieved October 16, 2015.
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SUNY Maritime. December 31, 2013. Retrieved February 17, 2017., retrieved February 17, 2017., retrieved February 17, 2017. Note: Midshipmen are expected to use their $8,000 annual student incentive payments (paid quarterly, up to $32,000 over 4 years) to defray any costs of uniforms, books, and subsistence not covered by the academy or state. Breach of contract, either before or after graduation, subjects the recipient of at least 2 years of such payments to recoupment, partial recoupment, waiver of indebtedness, or required military service in the armed force of the MARAD Administrator's choice (as approved by the Secretary of Defense or Homeland Security) of up to 2 years.; Maria Brooks producer. The United States Merchant Marine Academy in Kings Point also changed its admission policy in 1974, becoming the first national academy (two years ahead of, Navy, Air Force or Coast Guard) to enroll women 2007-03-11 at the. Historically, women who wanted to ship out encountered prejudice and superstition.
Their hands-on seafaring experiences were largely limited to voyages as the captain's wife or daughter. Subsequently, some women chose to ship out by disguising themselves as men.
(PDF). The full name of the 'Seaman's Act' is 'Act to Promote the Welfare of American Seamen in the Merchant Marine of the United States' (Act of March 4, 1915, ch. 153, 38 Stat. 1164). The Seamen's Act specifically applies to vessels in excess of 100 gross tons (GT) but excluding river craft.
The Seaman's Act was initially proposed in 1913, but took two years to pass into Law, by which time the war had started. (PDF). Archived from (PDF) on June 20, 2007. Retrieved April 5, 2007. Retrieved October 17, 2015. Daily Advance. Retrieved March 7, 2017.
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Brutality on Trial: Hellfire Pedersen, Fighting Hansen, And the Seaman's Act of 1915. Gainesville, Florida: University Press of Florida. P. 225.
Hayler, William B. American Merchant Seaman's Manual. Cornell Maritime Pr.
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Marvin, Winthrop L. (1919) 1919. 'Merchant Marine of the United States'. New York and Chicago: Encyclopedia Americana Corp. Retrieved April 20, 2008.
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Seafarers International Research Centre. Cardiff University. Archived from (PDF) on June 20, 2007. Retrieved April 1, 2007. Turpin, Edward A.; McEwen, William A. Merchant Marine Officers' Handbook (4th ed.). Centreville, MD: Cornell Maritime Press.
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(lyrics only). (the world's oldest seafarers' not-for-profit organisation). from the Bureau of Trade Statistics.
× VitalSource eBookVitalSource Bookshelf gives you access to content when, where, and how you want.When you read an eBook on VitalSource Bookshelf, enjoy such features as:. Access online or offline, on mobile or desktop devices.
Bookmarks, highlights and notes sync across all your devices. Smart study tools such as note sharing and subscription, review mode, and Microsoft OneNote integration. Search and navigate content across your entire Bookshelf library. Interactive notebook and read-aloud functionality. Look up additional information online by highlighting a word or phrase. Ship Construction, Seventh Edition, offers guidance for ship design and shipbuilding from start to finish. It provides an overview of current shipyard techniques, safety in shipyard practice, materials and strengths, welding and cutting, and ship structure, along with computer-aided design and manufacture, international regulations for ship types, new materials, and fabrication technologies.
Comprised of seven sections divided into 32 chapters, the book introduces the reader to shipbuilding, including the basic design of a ship, ship dimensions and category, and development of ship types. It then turns to a discussion of rules and regulations governing ship strength and structural integrity, testing of materials used in ship construction, and welding practices and weld testing. Developments in the layout of a shipyard are also considered, along with development of the initial structural and arrangement design into information usable by production; the processes involved in the preparation and machining of a plate or section; and how a ship structure is assembled.
A number of websites containing further information, drawings, and photographs, as well as regulations that apply to ships and their construction, are listed at the end of most chapters. This text is an invaluable resource for students of marine sciences and technology, practicing marine engineers and naval architects, and professionals from other disciplines ranging from law to insurance, accounting, and logistics. Key Features. Covers the complete ship construction process including the development of ship types, materials and strengths, welding and cutting and ship structure, with numerous clear line diagrams included for ease of understanding.
Includes the latest developments in technology and shipyard methods, including a new chapter on computer-aided design and manufacture. Essential for students and professionals, particularly those working in shipyards, supervising ship construction, conversion and maintenanceReadership. PrefaceAcknowledgmentsPart 1 Introduction to Shipbuilding1. Basic design of the shipPreparation of the designInformation provided by designPurchase of a new vesselShip contractsFurther readingSome useful websites2. Ship dimensions, form, size, or categoryOil tankersBulk carriersContainer shipsIMO oil tanker categoriesPanama canal limitsSuez canal limitsSome useful websites3. Development of ship typesDry cargo shipsBulk carriersCar carriersOil tankersPassenger shipsFurther readingPart 2 Materials and Strength of Ships4. Classification societiesRules and regulationsLloyd’s registerClassification of ships operating in iceStructural design programsPeriodical surveysHull planned maintenance schemeDamage repairsFurther reading5.
SteelsManufacture of steelsHeat treatment of steelsSteel sectionsShipbuilding steelsHigh tensile steelsCorrosion-resistant steelsSteel sandwich panelsSteel castingsSteel forgingsFurther reading6. Other shipbuilding materialsAluminum alloyProduction of aluminumAluminum alloy sandwich panelsFire protectionFiber-reinforced composites (FRCs)Some useful websites7. Testing of materialsClassification society tests for hull materials8.
Stresses to which a ship is subjectVertical shear and longitudinal bending in still waterBending moments in a seawayLongitudinal shear forcesBending stressesTransverse stressesLocal stressesBrittle fractureFatigue failuresBucklingMonitoring ship stresses at seaFurther readingSome useful websitesPart 3 Welding and Cutting9. Welding and cutting processes used in shipbuildingGas weldingElectric arc weldingOther welding processesCutting processesFurther reading10. Welding practice and testing weldsWelding practiceWelding automationWelding distortionWelding sequencesTesting weldsNondestructive testingClassification society weld testsFurther readingPart 4 Shipyard Practice11.
Shipyard layoutFurther readingSome useful websites12. Design information for productionShip drawing officeLoftwork following drawing officeComputer-aided design (CAD)/computer-aided manufacturing (CAM)Further readingSome useful websites13. Plate and section preparation and machiningPlate and section preparationPlate and section part preparationFrame bendingFurther readingSome useful websites14. Assembly of ship structureAssemblySubassembliesUnit assemblyBlock assemblyOutfit modulesUnit erectionJoining ship sections afloatFurther reading15. LaunchingEnd launchesSide launchesBuilding docksShip liftsFloating docksMarine railwaysFurther readingSome useful websitesPart 5 Ship StructureIntroductionIntroductionBasic structural arrangementsNote16. Bottom structureKeelsSingle-bottom structureDouble-bottom structureMachinery seats17.
Shell plating and framingShell platingFramingTank side bracketsLocal strengthening of shell platingBilge keelFurther readingSome useful websites18. Bulkheads and pillarsBulkheadsWatertight doorsDeep tanksTopside tanksShaft tunnelPillarsFurther readingSome useful websites19. Decks, hatches, and superstructuresDecksHatchesBulwarksSuperstructures and deckhousesFurther readingSome useful websites20.
Fore end structureStemBulbous bowsChain lockerHawse pipesBow steering arrangementsBow thrust unitsSome useful websites21. Aft end structureStern constructionStern frameRuddersSteering gearSterntubeShaft bossing and ‘A’ bracketsPropellersElectric podded propulsorsFurther reading22. Tanker constructionOil tankersMaterials for tanker constructionConstruction in tank spacesBulkheadsHatchwaysTesting tanksFore end structureAfter end structureSuperstructuresFloating production, storage, and offloading vesselsChemical tankersFurther reading23. Liquefied gas carriersLiquefied petroleum gas (LPG)Liquefied natural gas (LNG)The IMO international gas carrier codeLiquefied petroleum gas shipsLiquefied natural gas shipsGeneral arrangement of gas carriersLloyd’s classificationFurther readingSome useful websitesPart 6 Outfit24. Cargo lifting arrangementsShipboard cranesMasts and Sampson postsDerrick rigsFurther readingSome useful websites25. Cargo access, handling, and restraintStern and bow doorsRampsSide doors and loadersPortable decksScissors liftCargo restraintFurther readingSome useful websites26. Pumping and piping arrangementsBilge and ballast pumping and pipingGeneral service pipes and pumpingAir and sounding pipesSea inletsCargo pumping and piping arrangements in tankersFurther readingSome useful websites27.
Corrosion control and antifouling systemsNature and forms of corrosionCorrosion controlAntifouling systemsPainting shipsFurther readingSome useful websites28. Heating, ventilation, air-conditioning, refrigeration, and insulationVentilationRefrigerationInsulationRefrigerated container shipsFurther readingSome useful websitesPart 7 International Regulations29. International Maritime OrganizationOrganization of the IMOWork of the IMORelationship with national authoritiesRelationship with classification societiesFurther readingSome useful websites30. TonnageInternational Convention on Tonnage Measurement of Ships 1969TonnagesMeasurementCompensated gross tonnage (CGT)Further reading31. Load Line RulesFreeboard computationConditions of assignment of freeboardFurther reading32. Structural fire protectionRequirements‘A’, ‘B’, and ‘C’ class divisionsOpenings in fire protection divisionsProtection of special category spacesFire protection arrangements in high-speed craftFurther readingSome useful websitesSubject Index.
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