What does the merchant marine do. Merchant Marines: Unsung Heroes of Global Trade and Military Support

Who are the Merchant Marines. What role do they play in international commerce. How do they support military operations. What is the history of the Merchant Marine. How can one join the Merchant Marines. What are the requirements for becoming a Merchant Marine. What career opportunities exist within the Merchant Marine.

The Vital Role of Merchant Marines in Global Commerce

The United States Merchant Marine plays a crucial role in the nation’s economy and defense. These civilian mariners operate a fleet of vessels that transport goods to and from the United States, forming an essential link in the global supply chain. But what exactly do Merchant Marines do, and why are they so important?

Merchant Marines are responsible for transporting up to 75% of goods entering and leaving the United States by sea. This includes everything from consumer products to raw materials and energy resources. Their work ensures that American businesses have access to international markets and that consumers can enjoy products from around the world.

Key Responsibilities of Merchant Marines

• Operating commercial vessels for international trade
• Ensuring the safe and timely delivery of cargo
• Maintaining ships and equipment
• Navigating complex international shipping routes
• Complying with maritime laws and regulations

While not officially part of the military, Merchant Marines often work closely with the armed forces, providing logistical support during times of war or national emergency. This dual role makes them a unique and indispensable part of the nation’s maritime infrastructure.

The Rich History of the U.S. Merchant Marine

The Merchant Marine has a long and storied history dating back to the founding of the United States. How did this organization come to play such a vital role in American commerce and defense?

The roots of the Merchant Marine can be traced to the Revolutionary War when a group of civilian mariners captured the British ship HMS Margaretta. This daring act led to the issuance of Letters of Marque, officially authorizing these seafarers to attack and capture enemy vessels.

Merchant Marines in Major Conflicts

1. Revolutionary War: Captured enemy ships and disrupted British supply lines
2. Civil War: Supported Union forces with supplies and troop transport
3. World War I: Transported troops and supplies to Europe
4. World War II: Faced severe casualties while supporting Allied efforts
5. Korean War: Provided logistical support for UN forces
6. Vietnam War: Transported military equipment and supplies
7. Gulf War and beyond: Continued to support military operations worldwide

During World War II, Merchant Marines faced unprecedented challenges and sacrifices. Despite lacking proper combat training, they were tasked with defending their ships against enemy attacks. The casualty rate for Merchant Marines during this conflict was a staggering 1 in 26, the highest of any service at the time.

Career Opportunities in the Merchant Marine

For those interested in a career that combines adventure, technical skill, and global travel, the Merchant Marine offers a variety of exciting opportunities. What types of jobs are available within this organization?

Merchant Marine Career Paths

• Deck Department: Navigation, cargo handling, and ship maintenance
• Engine Department: Operation and maintenance of ship’s propulsion systems
• Steward’s Department: Food service and crew accommodation management

Each department offers a range of positions, from entry-level to senior management roles. Advancement opportunities are plentiful for those who demonstrate skill, dedication, and leadership potential.

How to Join the Merchant Marines: A Step-by-Step Guide

Joining the Merchant Marines is a unique process that differs from enlisting in other military branches. What steps should aspiring mariners take to embark on this career path?

1. Choose a job: Decide which department and role best suits your skills and interests
2. Apply for a Transportation Worker Identification Credential (TWIC): Undergo a thorough background check by the FBI and Homeland Security
3. Complete physical and drug screening: Ensure you meet the health and fitness requirements
4. Apply for a Merchant Mariner Credential (MMC): Obtain official certification of your qualifications
5. Secure an apprenticeship: Gain hands-on experience through programs like the Maritime Apprenticeship Program or the Merchant Marine Academy

While the process may seem complex, it ensures that only qualified individuals join the ranks of this critical organization. The rigorous screening and training prepare mariners for the challenges they’ll face at sea.

The Merchant Marine Flag: A Symbol of Service and Sacrifice

The Merchant Marine flag holds a special place of honor alongside other military branch flags. Why is this civilian organization’s flag displayed with such prominence?

The inclusion of the Merchant Marine flag among military displays serves as a testament to the organization’s long history of supporting U.S. armed forces. It recognizes the sacrifices made by merchant mariners during times of war and peace, and their ongoing contributions to national security.

Significance of the Merchant Marine Flag

• Honors the service and sacrifice of merchant mariners
• Recognizes the organization’s role in military operations
• Highlights the importance of maritime trade to national security
• Serves as a reminder of the Merchant Marine’s rich history

Institutions and programs that wish to fly the Merchant Marine flag alongside other military flags must apply for permission, underscoring the significance of this honor.

Challenges and Rewards of a Merchant Marine Career

A career in the Merchant Marine offers unique experiences and opportunities, but it also comes with its own set of challenges. What can prospective mariners expect from this profession?

Challenges of Merchant Marine Life

• Long periods away from home and family
• Physically demanding work in sometimes harsh conditions
• Potential exposure to dangerous situations at sea
• Need for constant adaptation to new technologies and regulations

Rewards of a Merchant Marine Career

• Opportunity to travel the world
• Competitive salaries and benefits
• Sense of pride in supporting global trade and national defense
• Unique skill set that’s valuable in various maritime industries

For those who thrive on adventure and don’t mind the challenges of life at sea, a career in the Merchant Marine can be incredibly rewarding. The skills and experiences gained can lead to diverse opportunities both on and off the water.

The Future of the Merchant Marine in a Changing World

As global trade patterns evolve and new technologies emerge, the role of the Merchant Marine continues to adapt. How is this organization preparing for the challenges and opportunities of the future?

Emerging Trends in Maritime Trade

• Increased automation and use of artificial intelligence
• Growing focus on environmental sustainability
• Shifts in global trade routes due to climate change
• Rising concerns about cybersecurity in maritime operations

The Merchant Marine is actively working to address these trends through advanced training programs, investments in new technologies, and collaboration with international partners. By staying at the forefront of maritime innovation, the organization aims to maintain its critical role in global commerce and national defense.

The Merchant Marine’s Contribution to National Security

While primarily focused on commercial shipping, the Merchant Marine plays a vital role in supporting U.S. national security. How does this civilian organization contribute to military readiness and global stability?

Key Security Contributions

• Rapid deployment of military equipment and supplies
• Maintenance of strategic sealift capability
• Support for humanitarian missions and disaster relief efforts
• Expertise in navigating challenging waterways and ports

The Merchant Marine’s ability to quickly mobilize and support military operations is a critical component of U.S. power projection capabilities. This civilian-military partnership enhances the nation’s ability to respond to crises and maintain a global presence.

Environmental Stewardship in the Merchant Marine

As awareness of environmental issues grows, the Merchant Marine is taking steps to reduce its ecological footprint. What measures are being implemented to make maritime trade more sustainable?

Eco-Friendly Initiatives

• Adoption of cleaner fuel technologies
• Implementation of energy-efficient ship designs
• Development of advanced waste management systems
• Participation in marine conservation efforts

These initiatives not only help protect the world’s oceans but also position the Merchant Marine as a leader in sustainable shipping practices. As environmental regulations become more stringent, the organization’s proactive approach will likely become increasingly important.

The Role of Education and Training in the Merchant Marine

Maintaining a skilled and knowledgeable workforce is crucial for the Merchant Marine’s success. How does the organization ensure its members are prepared for the challenges of modern maritime operations?

Educational Pathways

• United States Merchant Marine Academy
• State maritime academies
• Maritime apprenticeship programs
• Continuing education and professional development courses

These educational programs combine rigorous academic study with hands-on training, preparing mariners for the complex technical and regulatory environment of international shipping. The emphasis on lifelong learning ensures that Merchant Marine personnel remain at the forefront of maritime expertise.

Women in the Merchant Marine: Breaking Barriers

Historically a male-dominated field, the Merchant Marine has seen an increasing number of women joining its ranks in recent years. What progress has been made in promoting gender diversity, and what challenges remain?

Advancements for Women in Maritime Careers

• Increased representation in leadership roles
• Development of mentorship programs
• Implementation of policies to prevent harassment and discrimination
• Efforts to recruit more women into maritime education programs

While progress has been made, there is still work to be done to achieve full gender equality in the Merchant Marine. Organizations within the industry are actively working to create more inclusive environments and provide equal opportunities for advancement.

The Economic Impact of the Merchant Marine

Beyond its role in facilitating trade, the Merchant Marine has a significant impact on the U.S. economy. How does this organization contribute to job creation and economic growth?

Economic Contributions

• Direct employment of thousands of mariners and shore-based personnel
• Support for shipbuilding and repair industries
• Facilitation of export-driven economic growth
• Contribution to local economies in port cities

The ripple effects of Merchant Marine activities extend far beyond the maritime sector, supporting a wide range of industries and communities across the country. As global trade continues to grow, the economic importance of the Merchant Marine is likely to increase.

International Collaboration in the Merchant Marine

In an increasingly interconnected world, the U.S. Merchant Marine must work closely with international partners. How does this collaboration enhance global maritime operations and security?

Areas of International Cooperation

• Joint training exercises with allied nations
• Participation in international maritime organizations
• Coordination on anti-piracy efforts
• Sharing of best practices for environmental protection

This international collaboration not only improves the efficiency and safety of global shipping but also strengthens diplomatic ties between nations. The Merchant Marine’s role in these efforts underscores its importance in both commerce and international relations.

The United States Merchant Marine, though often overlooked, plays a vital role in the nation’s economy, defense, and global presence. From its historic roots in the Revolutionary War to its current status as a key player in international trade, the Merchant Marine has consistently demonstrated its value and adaptability. As the world continues to change, this organization stands ready to meet new challenges and opportunities, ensuring that America remains a maritime power for generations to come.

My Base Guide – Merchant Marines: Who They Are, What They Do, and How To Join

Everyone has heard of the Marine Corps, but have you heard of the Merchant Marines? The United States Merchant Marine is essentially a group of civilian vessels that import and export goods to other countries. The Merchant Marine has a long history in the United States, starting all the way back during the Revolutionary War!
They play a huge role in our country’s shipping expeditions; keep reading to learn more about them and how you can take part in their mission.

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What Is a Merchant Marine?

So, what do Merchant Marines do? What’s their goal? A U.S. Merchant Marine helps transport goods into and out of the United States. The U.S. transports up to 75% of their goods by sea, so many members of this group are called “mariners.”
However, mariners can also be pilots, captains, seamen, or mates. Regardless of what position a mariner is in, they play an important role in the timely and safe travel of commercial vessels.
The Merchant Marine is technically not a part of the military; they’re managed by the Department of Transportation’s Maritime Administration (MARAD), but they often assist with military operations.

The History of the Merchant Marines

As the shipping industry in Europe grew, the United States shipping industry wanted to join them. During the Revolutionary War, the Merchant Marines captured a British ship: the HMS Margaretta. News of this spread to Boston, and the mariners were issued Letters of Marque, meaning they were officially licensed to attack and capture enemy ships. This began the history of the Merchant Marine.
These seafaring merchants also played an important role in the Civil War and both World Wars. For the Merchant Marines, WW2 was a big time but also an unkind time for them. The mariners were given Navy guns to defend their ships, even though gunnery and combat training was neglected for them. Sadly, 3.1 million tons of merchant ships were lost in WW2. Mariners died at a rate of 1 in 26, making it the highest casualty rate of any service at the time.
After WW2, the Merchant Marines teamed up with many other branches of the military, such as the Marine Corps and the Navy. Though the Merchant Marine might not be as well known as something like the Navy, they still play a huge role in serving our country.

How To Become a Merchant Marine

If you’d like to join the Merchant Marines, keep in mind that the job is pretty physically demanding. However, as a mariner, you’d be able to travel all over the world, and there can be a lot of good benefits to being a mariner. Joining the Merchant Marines is a little different from joining another branch of the military.
The Merchant Marines aren’t technically a government service, so there aren’t recruiting stations or a central hiring facility, but they’re still going to feel like the military. Typically, you join the Merchant Marines through the Coast Guard, and the process is a little complicated.

Steps To Take to Join the Merchant Marines

• First: Choose a job.

  To become a mariner, you have to consider the Merchant Marine jobs available. The options available boil down to three areas: the engine department (making sure the boat works), the deck department (the day-to-day stuff), and the steward’s department (food for the crew).

• Second: Apply for a TWIC.

  A TWIC is a Transportation Workers Identification. It basically says that the applicant is not a security threat. A rigorous FBI and Homeland Security background check is conducted for this.

• Third: Physical and drug screening.

  Like all other military branches, you have to be in good shape and drug-free.

• Fourth: Apply for an MMC.

  An MMC is a Merchant Mariner Credential. It shows that you’ve passed the physical and drug tests and the background checks.

• Fifth: Get an apprenticeship.

  An apprenticeship will give you the experience you need to be a successful mariner. There’s even a Maritime Apprenticeship Program and the Merchant Marine Academy.

Flying the Merchant Marine Flag

The Merchant Marine flag is commonly flown with other military branch flags, even though they are not technically a branch of the military. The Merchant Marine flag is commonly flown this way to honor the Merchant Marines’ history and their contributions to the military. Many institutions and programs can apply to fly the Merchant Marine flag along with the other military branch flags.
The Merchant Marines, though not extremely well known, is an incredible organization. Since the Revolutionary War, they’ve assisted the military in thousands of ways. Being a Merchant Marine is not easy, but it is definitely rewarding if you’re up for the challenge.

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Frequently Asked Questions about the Merchant Marine

*Number varies by source and
ranges from 215,000 to 285,000. War Shipping Administration Press Release
2514, January 1, 1946 states 243,000 mariners
**Total killed at sea, POW killed,buried in ABMC cemeteries, plus died
from wounds ashore

Merchant
Marine Casualties in WWII

Information Sheet Handout re WWII Merchant Marine
One page handout about World War II Merchant Marine:
Download 72K pdf file to print on your computer.
You may distribute in any manner. You may add your own contact information,
but you may not modify in any other way without specific permission from
www.usmm.org.

How
many men served in the U. S. Navy Armed Guard? How many were killed or
wounded?
According to some sources 144,900 men served on over 6,236 American
and Allied ships. About 2,085 died in defense of their country,
and at least 1,127 were wounded as a result of enemy action.
U.S. Naval Armed Guard Casualties During
World War II

How many U.S. Merchant ships
were sunk or damaged in World War II?
According to the War Shipping Administration, a total of 1,554 ships were
sunk to due to war conditions, including 733 ships of over 1,000
gross tons. Hundreds of other ships were damaged by torpedoes, shelling,
bombs, kamikazes, mines, etc. Foreign flag ships, especially those with
Naval Armed Guard on board as well as ships belonging to U.S. territories
such as the Philippines, are included in this list. Our present total
is 1,768 ships sunk, damaged, captured or detained.
U.S. Merchant Ships Sunk or Damaged
in World War II

Were any U.S. merchant ships
captured by the enemy as a prize during World War II?
No. Navy instructions to American ship masters were to destroy his ship
and its records:

“It is the policy of the
U. S. government that no U.S. flag merchant ship be permitted to fall into
enemy hands. The ship shall be defended by her armament, by maneuver,
and by every available means as long as possible. When, in the judgment
of the Master, capture is inevitable, provision should be made to open
sea valves and to flood holds and compartments adjacent to machinery spaces,
start numerous fires and employ any additional measures available to insure
certain scuttling of the vessel.” In the Philippines and other locations
in the Pacific many ships were scuttled or grounded to create as much
damage as possible. However, the SS City of Flint was captured by a Nazi
pocket battleship in October 1939. She was eventually released.
See Gallant Ships of WW II Merchant Marine

Were Merchant Mariners “draft
dodgers”?
Merchant mariners were subject to the draft if they took more than 30
days shore leave. Experienced mariners who had been drafted were released
by the Army to serve in the Merchant Marine. Harold Harper “dodged”
the draft by being torpedoed 6 times. Nick Hoogendam, who
was too young for the Army or Navy, spent 83 days on a liferaft drinking
rainwater and eating “sushi.” John Stanizewski, a mariner
in WWI and WWII, had 10 ships knocked out from under him. Michael
Horodysky was classified 4F in the draft due to a bad heart and sailed
the dangerous Murmansk run and took part in the North African invasion.
The Chief Engineer of the SS Peter Kerr, sunk in Convoy
PQ17, had a wooden leg. Harold “Bud” Schmidt joined the
Merchant Marine as one-eyed 16-year-old kid.

Were Merchant Mariners subject
to court martial?
Yes. Merchant Marine crews were subject to Articles of War and court martial
during WWII. Six crewmen of a Liberty ship did hard labor for refusing
to work in a dispute with shoreside stevedores over loading tanks for
the invasion of Sicily. Ray Thompson, Brigadier General, USAF (Ret.) and
a former mariner, compiled a list 81 mariners court martialled or arrested
after August 15, 1945, mostly for assault, theft, or being AWOL.

During the War, gossip columnist
Walter Winchell and others spread untrue stories about mariners
refusing to unload at Guadalcanal, supposedly leaving the job to sick
marines. Winchell and the newspapers that carried these stories lost
the libel suits filed against them, and were forced by the court to
apologize, print retractions, and to pay damages. Unfortunately,
the myth that mariners refused to unload ships in Guadalcanal persists.

Was the Merchant Marine’s
job and dangers over with the Japanese surrender?
No. In September 1945 and May 1946 the War Shipping Administration made
urgent calls for seamen :

“Demand For Seamen
Still Acute. Men are still needed to man merchant ships in excess
of those presently available and will be needed for some months to come.
The job of the wartime Merchant Marine has not been completed. Millions
of our armed forces must be brought home and supplies must be carried
to the occupation forces throughout the world. Supplies must also be
carried for the rehabilitation of devastated areas.”

Which came first, the U.S.
Navy, U.S. Coast Guard, or U.S. Merchant Marine (in war service)?

The Merchant Marine was first. On June 12, 1775, a party of Maine mariners,
armed with pitchforks and axes, inspired by the news of the recent victory
at Lexington, Massachusetts, used an unarmed lumber schooner to surprise
and capture a fully armed British warship, HMS Margaretta, off
the coast of Machias, Maine. The men used the captured guns and ammunition
from the ship to bring in additional British ships as prizes. American
privateers soon disrupted British shipping all along the Atlantic coast.

The Revenue Cutter Service
was founded on Aug. 4, 1790, by Alexander Hamilton as a fleet
of cutters to prevent smuggling and that is the usual date used for the
beginning of the United States Coast Guard. The Coast Guard is
made up of several “component” services: the Revenue Cutter
Service, the Lifesaving Service, and the Lighthouse Service. The name
Coast Guard was not used until the 20th Century, when the components were
combined. However, the other two components were around long before 1775,
especially the Lighthouse Service.

The Continental Navy
was founded in 1775, but ended operation at the end of the Revolutionary
War. The last warship was sold in 1785 and the Navy disbanded. The launching
of the United States in 1797 marked the birth of the United
States Navy.

How do I apply to the U.S.
Merchant Marine Academy?
Find the United States Merchant Marine Academy at http://www.usmma.edu/
Contact your US Senators and Representative who make appointments to the
Academy.

How
can I find information about a relative who served in the Merchant Marine,
U.S. Maritime Service, U.S. Army Transport Service, U.S. Military Sea
Transportation Service, U.S. Military Sealift Command?
Service Records

How
do I research the history of a World War II era ship?
Ship Records

Does
the U.S. Maritime Service have veteran status?
No. Applications by the U.S. Maritime Service for veteran status were
denied 4 times by the so-called Civilian Review Board run by the Air Force.
The U.S. Maritime Service was an official, uniformed, armed service created
by the Merchant Marine Act of 1936. Basic, advanced and Officer Candidate
Schools were run by the U.S. Coast Guard initially, and later by the U.S.
Navy. The U.S. Government operated 37 recruiting stations around the country.
Many Navy and Coast Guard recruiters sent young men to the U.S. Maritime
Service where the need was greater. All received gunnery training and
many received commendations for bravery under fire. Maritime Service training
included time at sea with danger from mines and enemy submarines.

When did the Merchant Marine
get veteran status for WWII service?
Section 401 of Public
Law 95-202, The GI Bill Improvement Act of 1977, authorized
the Secretary of Defense to determine whether the service of members of
civilian or contractual groups should be considered active duty for the
purposes of all laws administered by VA. Several applications for veteran
status for merchant marine service were denied by the Civilian Military
Service Review Board set up by the Department of Defense to make such
determinations. Mariners Schumacher, Willner, and Reid, sued the Secretary
of the Air Force, Edward C. Aldridge, Jr. [665 F. Supp. 41 (D.D.C. 1987)].
The judge ordered the Board to reconsider their denial and the Board granted
veteran status to most WWII mariners on January 19, 1988. Mariners who
went to sea after August 15, 1945, serving in wartime in hazardous waters,
got veteran status on November 11, 1998. Struggle
for Veteran status.

How
do I apply for veteran status for service in the Merchant Marine during
World War II?
Veteran status

Do
mariners have veteran status for service in hostile waters during Korean
War, Vietnam War and Gulf Wars?
Not yet. However Public Law: 100-324 (05/30/1988), Merchant Marine Decorations
and Medals Act (Biaggi bill), authorizes the Secretary of Transportation
to issue without cost a U.S. flag and a grave marker to the family or
personal representative of a deceased individual who served in the merchant
marine in support of the armed forces in wars or national emergencies.

How do I find a Veteran
Administration facility?
Visit www.va.gov/directory/

Can
a Mariner have an Honor Guard for his funeral?
Where available, the U.S. Coast Guard, on request, will provide
an Honor Guard at the funeral for a Merchant Mariner who has a DD214 (World War II mariners). It should
be stressed that not everywhere in the country is the Coast Guard able
to provide this service. Most likely restricted to the coastal areas or
waterway areas where the Coast Guard maintains stations. Further, on request,
the Coast Guard will deposit Veteran’s ashes at sea.

How
can I arrange for burial in a National Cemetery or order a headstone or
marker for a deceased veteran?
To arrange for burials in a National Cemetery or receive a headstone or
marker for an eligible veteran or service member, one must apply on a
VA Form 1330. You may find information at http://www.cem.va.gov/
or call 1-800-827-1000. For burial headstones/markers and perhaps an U.S.
Flag call the VA at 1-800-697-6947. Many funeral homes also have blank
VA-1330 forms that you can use to apply for a headstone. Merchant Seamen
lost at sea during WW II may have a stone placed in a special area of
National cemeteries . Family must provide proper documentation. Contact
Veterans Administrator in your area.

How
do I find out about medals and decorations due me or a relative?
Make a written request to

Deveeda E. Midgette
Maritime Administration
Mar-630, W25 -313
1200 New Jersey Ave., S.E.
Washington, DC 20590

Illustrations
and information about Merchant Marine Medals

What
do SS and USS stand for?
SS stands for Steam Ship, and is used for merchant ships. USS stands for
United States Ship and refers to commissioned U.S. Navy vessels.

Did
African-Americans serve in the WWII Merchant Marine?
African-Americans served in all positions, on integrated ships. They served
in all capacities, unlike the Army and Navy, from the lowest levels in
all departments to engineering and deck officers to master. An African-American
named William Clinton trained as a radio operator. They were recruited
into the U.S. Maritime Service and trained in an integrated environment.
African-American mariners

During
WWII, when were guns and gunners first put on U. S. ships?
In the Pacific, long before war was declared, some enterprising ship crews
built plywood “guns,” hoping their profile would fool enemy
ships. On November 17, 1941 Congress approved arming of merchant ships
and set up the Naval Armed Guard. It took many months for guns and crews
to get aboard thousands of ships. Many of the initial guns were of World
War I vintage. Mariners in the Merchant Marine were trained at U.S. Maritime
Service Training Stations, and at gunnery schools in Great Britain, Australia,
and elsewhere. And, of course, they received on-the-job training while
under attack. Mariners assisted the Naval Armed Guard in passing ammunition,
catching cannon hot shells after firing, and many were assigned anti-aircraft
gun stations.

Did
women serve in the WWII Merchant Marine?
Before the outbreak of WWII, women served as stewardesses, hairdressers
and similar positions on passenger ships, but lost their jobs when the
government took over the ships. In a letter to President Roosevelt, Betty
Jackson said: “We are not afraid of the dangers.” Her request
was turned down, but official records show that 3 women were awarded the
merchant marine combat bar after their ships were torpedoed and 4 women
were POWs. Today women serve in all positions, including Master and Chief
Engineer.
Women mariners in WWII

How
were mariners recruited in WWII?
The pre-war merchant marine had about 55,000 active mariners. A big newspaper
and radio campaign by the government brought out many who had left the
sea, and attracted young recruits. Navy and Coast Guard recruiters sent
thousands of young men to the 37 official U.S. Government Recruiting Offices
of the U.S. Maritime Service, the
training organization set up by the government. The U.S. Maritime Service
trained about a quarter of million men. The USMS staff (ship’s company)
and trainees were denied veteran status by the Secretary of the Air Force.
[On the other hand, Women Air Service Pilots (WASPs) who never had any
battle casualties or saw any action, their trainees who even flunked out
were given veteran status.]

Where
can I buy a Merchant Marine flag?

How
does one join the Merchant Marine or so you want to go to sea?

The United States Coast Guard regulates and issues the necessary documents
for the U.S. Merchant Marine. Contact the U.S. Coast Guard (U.S. Government
Department of Transportation in your phone book) or write to Commandant,
US Coast Guard, 2100 Second St. SW, Washington, DC 20593.

Paul Hall Center for Maritime
Training and Education at the Seafarers Harry Lundeberg School of Seamanship
operates an entry level training program for young people seeking careers
in the US maritime industry. The course is about 12 weeks in school, and
12 weeks on board ship, then a follow up at the school. This Unlicensed
Apprentice Program is free of charge and program graduates receive a US
Merchant Mariners Document/Ordinary Seaman with Water Survival and Fire
Fighting Endorsements. Veterans of the U.S. Navy or the U.S. Coast Guard
who possess shipboard ratings may be eligible for participation in an
abbreviated training program. PO Box 75 Piney Point, MD 20674, 1-877-235-3275,
(301) 994-1659

The United States, a maritime
country since its infancy, has allowed its merchant fleet to dwindle.
Many U.S. ships have been reflagged under foreign flags — Panama, Liberia,
the Marianas, and others — to escape U.S. regulations for vessel safety
and operation.
Visit: Maritime links and Organizations
or http://www.geocities.com/TheTropics/1965/mariners.htm

How
do I become a Merchant Marine Radio Officer?
The Merchant Marine Academy and the State Maritime Academies provide
training only for Deck and Engineering. Merchant Marine Radio Officers
needed to pass the FCC license exam. They came from the ranks of Amateur
Radio Operators, who are largely self-trained in electronics or graduated
from electronics schools. Some came from U.S. military services or from
Radio Shore Stations. With the demise of Morse code, many ships no longer
carry Radio Officers, because the requirement for radio officers on ships
was phased out by international agreement.

Does
the Merchant Marine have its own hymn?
The official song of the U.S. Maritime Service and U.S. Merchant Marine
is “Heave
Ho, My Lads!” There is also a “Maritime Hymn” composed
in 1943 by Buddy Clarke and Ruby Melnik, and a “Song for the Unsung,
The Men of the Merchant Marine” by Fred Waring and Jack Dolph.

What
is a barrage balloon?
Barrage balloons or “Bulging Berthas” were inflatable shiny
silver-painted balloons, made of rubber-coated fabric, and filled with
hydrogen gas, which were attached on deck and floated above ships to prevent
low level attacks by enemy aircraft. The balloons flew at 500 feet when
the ship traveled in dangerous waters, but were raised to 2000 feet when
under attack. At that height the 15 gauge flying wire could clip the wings
off a plane. In winds greater than 25 miles per hour kites were used.

What
is meant by “crossing the bar?”
“Crossing the bar” refers to the death of a mariner. The phrase
has its origin in the fact that most rivers and bays develop a sandbar
across their entrances, and “crossing the bar” meant leaving
the safety of the harbor for the unknown. 
“Crossing the
bar” a poem by Alfred Lord Tennyson

Did
mariners keep pets on board?
Although there was a rule against pets, most ships managed to keep dogs,
cats, monkeys, parrots, or other pets on board during World War II.

Do
ships still use Morse Code?
Morse code officially went out of use February 1, 1999 for ships in distress
at sea.
Global Maritime Distress and Safety System

Is
there financial aid for retired seamen?
Sailors’ Snug Harbor is an operating foundation dedicated to assisting retired mariners wherever they live, who need financial assistance and meet the eligibility criteria. More than 15,000 mariners have been assisted since its inception in the early nineteenth century.

Eligible Mariners must meet the following criteria: a) 3650 days of deep sea time proven through discharge papers (50% on U.S. flagged ships) b) 65 years of age or older (exceptions may be made) c) A proven need for financial assistance

The Trustees of the Sailors’ Snug Harbor in the City of New York
40 Exchange Place, Suite 1701
New York, New York 10005
646-465-8585
212-513-0243 Fax
1-888-257-5456
www.thesailorssnugharbor.org

Government
assistance for very low income World War II veterans?
The VA has a program to help very low income World War II veterans. VA
offers a monthly pension for those who qualify and an additional Aid-and-Attendance
benefit for those who are housebound and need in-home care. To qualify,
veterans must have served in wartime and show financial need. Even if
a veteran has died, a surviving spouse who hasn’t remarried can still
apply for the benefit. Contact local Veterans Service Officer or Department
of Veterans Affairs: 800-827-1000
Veterans benefit
Spousal benefit

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Created 03/28/98
Revised 09/29/14

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MERCHANT FLEET | Encyclopedia Around the World

MERCHANT FLEET, the totality of the country’s ships, together with their personnel, engaged in commercial activities. Sea cargo ships have always been the most important component of the merchant fleet and its main support in the financial sense. Passenger liners did not stop attracting people, but in general, for society, the transport of passengers has always been of less importance than the transport of goods. Numerous and varied ships of the merchant fleet differ in type and purpose. The total number of ships in the merchant fleet is also very large because it includes not only long-distance ships, but also many of those small ships that serve the waters of rivers, harbors and the sea coast. The merchant fleet – in the broad sense of the term – includes not only ships and seafarers, but also numerous coastal services: operational management bodies, repair and bunkering enterprises, marine insurance agencies and much more, in addition to shipyards, docks, berths and warehouses.

Merchant ships, unlike military ships, are usually owned by private owners, whose position is relatively independent (sometimes the state owns part of the country’s merchant fleet and manages its activities, but this is the exception rather than the rule). All modern maritime vessels have a national status, which is symbolized by the flag that flies over each vessel. Raising the flag implies the presence of official ship documents and a register certificate. National status entails both privileges and duties. It allows you to enlist the naval or diplomatic support of your own and friendly states in different parts of the world, but it also gives the government the right to dispose of private ships in emergency circumstances, and under normal circumstances to extend state regulations to them and to the conditions of their operation. These norms include requirements for the national composition of the crew, for checking the qualifications of the crew and attesting the command staff.

Modern merchant ships can be divided into two categories, each with its own merits. Vessels of one category (liners), which includes most of the best ships, operate on certain lines, and voyages between ports on these routes are made at regular intervals. Another category consists of the so-called. tramps – vessels serving irregular cargo flows.

After the Second World War, significant changes took place in maritime transport. Although the number of ships capable of taking on board more than 1000 tons of cargo increased only by 34% in the post-war years, the total tonnage of the merchant fleet of the countries of the world doubled, and the average deadweight jumped from 6300 to 9400 tons. The number of national flags has increased dramatically.

The expansion of the national composition of the world merchant fleet has led to a decrease in the share of the former leaders of maritime transportation in it. Although the total tonnage of the total British and Scandinavian ships increased from 32 to 47 million tons, its share in the total tonnage of the world merchant fleet fell from 40 to 29%. At the same time, the US share increased from 14% to 20%.

An innovation in the merchant marine of the 20th century. the practice of what is known as “flags of convenience” or “runaway fleets” became common. Usually the flag above the vessel and the name of its home port indicate to whom it belongs and in whose legal sphere it operates. Maritime law was created on the basis of certain measures of responsibility and control on the part of states over their merchant fleet. To elude such control, and at the same time save on taxes and crew costs, new “fake” fleets appeared. These fleets arose precisely from those countries that in reality never had their own “legitimate” maritime transport, and many ships flying the flags of these states never called at the ports whose names are written on their stern. It started in autumn 1922, when the US Attorney General extended Prohibition, with all its amendments, to all US flagged ships. This stopped the wholesale alcoholic supplies of two large liners that made voyages in the Caribbean. The solution was found when someone came up with the idea to launch these ships under the Panamanian flag. Later, other ships, especially American tankers, used the Panamanian flag to save money on high crew salaries, and during the war it proved to be a convenient way to evade government regulations and sail in areas closed to sea traffic. Thanks to this, by the beginning of World War II, the total carrying capacity of the Panamanian merchant fleet, which numbered 130 of its own ships, reached 1106 thousand tons. After the war, this fleet became even larger, but in 1949 he suddenly had a formidable opponent.

The Government of Liberia has given a US company a pre-emptive right to extensive maritime transport of goods. At the same time, Liberia received a coveted increase in its budget from the toll, and the American company received a generous “fee for services” to conduct specific cases in New York. For 10 years, the Liberian merchant fleet has become the third largest in the world; it became 1018 vessels with a total carrying capacity of 18,387 thousand tons, and Panama was pushed to sixth place.

The German merchant fleet showed by 1959 far surpassed the total volumes that were characterized in 1939. The Japanese, whose large merchant fleet was also destroyed, by 1959 also managed to exceed its pre-war level in terms of the total tonnage of their ships, and in 1994 they reached seventh place among the merchant fleets of the world and built 243 out of a total of 630 new ships.

Between 1939 and 1959, the number of tankers in the world almost doubled (the number of registered oil tankers increased from 1661 to 3307 units), and their total tonnage more than tripled (total deadweight changed from 16 915 for 57,629 thousand tons). In the future, the oil fleet grew even faster. The efficiency of tankers has been constantly increasing, since the larger the size of the tanker, the more economically profitable it is to operate, which distinguishes oil tankers from other types of bulky transports.

Another post-war innovation was the increase in the number of ships carrying bulk cargo such as coal and ore. Already in 1959, the merchant fleet of the world numbered 940 bulk carriers with a total carrying capacity of 9058 thousand tons. Bulk carriers up to 300 m long and with a carrying capacity of more than 60 thousand tons were built.

Late 20th century Large container carriers with a horizontal method of loading – unloading of the Ro-Ro type and lighter carriers have become widespread, providing reloading in the road with their own means with an increase in the productivity of cargo operations by several times. See also RIVER AND COASTAL VESSELS; HARBOR.

Challenges and Perspectives – Center for Transport Strategies

The world’s merchant fleet consists of bulk carriers, which are used to transport bulk cargo, tankers designed to transport bulk cargo, and container ships. All these vessels together account for 85% of the world’s fleet. The remaining 15% is a specialized fleet: gas carriers, automobile, refrigerated ships. At the same time, the entire global fleet today has about 50,000 ships with a total carrying capacity of about 1. 4 billion tons. The economic life span of a merchant ship is typically 25 years. Back at 19In 1950, the tonnage of the world fleet was estimated at 0.5 billion metric tons, and today it is approaching 9 billion tons. So maritime trade has grown 18 times since then, while global GDP has grown by about eight or nine times over the same period.

Shipping and global trade In physical terms, according to Lloyd’s Marine Intelligence, 75% of world trade is by sea, while rail accounts for 16% and pipeline systems for 9% and air transportation – 0.3%. The growth of world trade has accelerated in recent years due to China’s accession to the World Trade Organization. Shipowners and shipyards responded by building a large number of new ships, which were supposed to be a response to the increase in demand. Thus, taking into account the retrospective, at the moment the world fleet can be assessed as quite modern.

If we talk about value terms, then the volume of maritime trade today accounts for more than 60% of world trade turnover. In absolute terms, the volume of world trade reaches 15 trillion dollars, of which 9trillion served by sea. To assess the prospects of the global market, you can look at the indicators of world GDP and its growth dynamics. Now it is 63 trillion dollars. It is clear that GDP growth affects the performance of world trade. But that, in turn, also depends on factors such as trade barriers, foreign direct investment, infrastructure development. Since 1950, the first segment that gave impetus to the development of maritime trade has been container shipping. Over the past 60 years, the volume of cargo transportation in containers has grown from zero to 1.5 billion tons. In 2010, in monetary terms, this amounted to 5.6 trillion dollars, or 60% of all trade by sea. The remaining $3.4 trillion, or 40%, accounted for most of the transportation of raw materials, primarily oil and petroleum products, as well as iron ore, coal, grain and other less bulky bulk cargo.

Current costs of transporting goods by sea and building ships Transportation by sea of ​​most types of commodities today costs 2 to 15% of their value in different regions. Distance to the destination is the main factor influencing the level of these costs. For example, shipping iron ore from Brazil to China would cost 15% of the cost of the ore itself, while shipping the same ore to China from Australia would only cost 6% of the price of the shipment.

There is no fixed price for shipping containers because the cost depends on the content and the content varies. But for a rough estimate of the cost, you can divide the volume of all maritime trade in containers – $ 5.6 trillion – by the number of containers (140 million). Thus, we get a figure of 42 thousand dollars – this is the average cost of delivery of one container. At the same time, a container can, say, be delivered from the Far East to Europe at a price of 1 thousand dollars per unit, which is about 2.4% of the cost of its contents.

The daily costs of transporting the main raw materials, iron ore and oil, are historically quite high, although shipowners’ income from spot market operations is below the breakeven point. According to the Clarksons’ ClarkSea Index, freight rates have fallen from their mid-2008 all-time high of 46,000 points to an average of 8,761 as of 2012. For comparison, the maximum drop in the cost of freight before that occurred in 2002, when the index was at the level of 10,341 points. At the same time, the average level of rates during 2002-2011 amounted to 21,000 points, while over the past three years (2009-2011) – only 12,000 points.

In addition to the distance of transportation, other components also affect its cost. As calculations show, the current cost of fuel for transporting coal is a key component in the cost of its delivery and even reaches 80% of the cost of this cargo itself. It is worth noting here that over the past two decades, fuel costs have exceeded the cost of freight for transporting goods, and now they continue to grow. In the last ten years, the average bunkering price was about $340 per metric ton, but today the price is over $700 per ton. At the moment, the price level for break-even transportation of such cargo as coal exceeds $ 30,000 per day including fuel, operating costs and depreciation of the vessel. With cost-effective transportation, fuel costs account for about 60% of its total cost.

As for the cost of building ships, back in 2002 it was $64 million for a VLCC class tanker (very large crude carrier – a tanker with a displacement of at least 160,000 tons). At the peak of the market in 2008, this price reached $150 million. Today, the construction of a similar vessel will cost about $90 million. Current prices for the production of new vessels are 30-45% higher than in 2002. This increase in prices over the past 10 years, taking into account the increase in world steel prices and the tightening of regulatory requirements for the new fleet, is not too intense. In fact, it is even possible that we are now at the lowest point of the price curve for new vessels. True, the throughput of ports is one of the variables beyond the control of shipowners, and it is precisely this that may limit the development of the shipbuilding market in the near future. Port infrastructure bottlenecks are a problem primarily for dry cargo such as iron ore and coal. The dry cargo fleet now spends about 6% of all delivery time idle in ports waiting for loading and unloading due to lack of infrastructure.

This corresponds to about 20 days of lost effectiveness. That is, based on 9,000 tankers costing $10,000 a day, the estimated annual losses from such a decrease in efficiency will exceed $18 billion. And given the forecasts of increased demand in the future, the problem of port bottlenecks will only get worse.

Thus, at present, freight rates on the market are moderately high, but not sufficient for the profitable operation of shipowners due to high fuel costs. As a result, the demand for new ships has decreased, the size of the fleet that is being built has decreased, and the overall cost of building ships has also gone down.

Adjusting to high fuel prices The entire industry adjusts to high fuel prices by reducing speed (so-called slowsteaming), which also reduces fuel consumption. In general, similar types of fleet also have fairly similar fuel consumption requirements, even regardless of their age. By slowing down a ship from 15 to 11 knots, fuel consumption can be reduced by 50%. On the route from Brazil to China, for example, this means an increase in round trip time from 65 to 86 days. For a typical bulk carrier carrying iron ore on this route, fuel costs would be reduced by about $1 million. The cost of the cargo itself is about 25 million dollars. Taking into account that due to the cost of storing cargo for 10.5 days (the time of a laden vessel on a given route), logistics costs increase by about 10%, the additional costs of the cargo owner can be about $ 80,000.

The cost of cargo for a VLCC tanker at today’s oil prices (April 2012) at $120 per barrel is approximately $240 million. In total, the entire cargo of a container ship with 10,000 containers on board, worth $42,000 each, costs about $420 million.

Slowing down the ship at such a high cost of cargo seems to be profitable even if the cargo owner is compensated for his costs associated with the loss of time due to slowing down.

Rising bunker prices coupled with the introduction of new emission control regulations are forcing market players to focus more on fuel efficiency. Already, new developments in shipbuilding promise a 20% reduction in fuel consumption.

For example, for new VLCCs, the reduction in fuel consumption compared to a similar vessel built five years earlier is up to 20 metric tons of fuel per day, saving an average of $10,000 per day. On an annualized basis, the savings come to $3.65 million. Over 15 years of operation of the vessel, assuming a constant fuel price and a discount rate of 9%, the shipowner will save approximately $30 million. Which is 33% of the cost of a new vessel, which is currently close to 9$0 million. It is fair to assume that the shipowner will keep at least half of the savings as a profit. At the same time, ships of recent deliveries, built using last year’s technologies, should not cost more than $75 million. The cost of ships from the secondary market, expected for delivery this year (some of them built using old technologies), reaches $85 million. Making similar calculations for large bulk carriers, we get an annual savings of $1.8 million at a current vessel cost of $18 million, or 37% of the investment in the new fleet. For a 10,000 TEU container ship, cost savings would be $5.8 million per year, while a new such vessel would cost the customer $46 million today (lifetime savings of 42% of the current asset value).

Thus, for different sectors of the fleet, savings due to the improvement of the environmental performance of the vessel averages from 30 to 40% of investments in a new fleet at current prices. It is important to note that there are differences between the design developments of shipyards and the developments of industry departments for the development of shipbuilding. Many shipyards have traditionally focused on building fleets at the lowest cost, and they don’t pay enough attention to fuel efficiency. Therefore, a two- and even three-level quality system has been formed on the market. Most likely, the gap in quality between these levels will widen, as only shipyards of the highest categories will be able to develop vessels with high fuel efficiency – those that have an excellent research and design base.