Super Yacht Silver
May 3, 2009 - one of the most mysterious mega-yachts of our time, Silver, was built in 2007 by the Australian Hanseatic Marine shipyards according to the design of Espen…

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The man was washed overboard, but he remembered the reception of US special forces with his pants and lasted 3 hours in the ocean to the rescue
Water is the source of life on Earth, but at the same time it is one of the most insidious substances for humans. Especially when it comes to ponds or…

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The first Russian Antarctic expedition
One hundred ninety-seven years ago F. F. Bellingshausen wrote in his diary: “It is impossible to express in words the joy that appeared on the faces of all when exclaiming…

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World Navy

Let’s look at the comparative statistics of the world marine fleet in 2006. Russia, it seems to me, looks very solid, unless, of course, you shake your fingers with a fan and do not assume that the center of the universe is in Moscow, and everything else is just a misunderstanding.

Moreover, the Russian fleet, which is especially important, is not inflated with ambitions or the pursuit of the dollar in any way – it is a fleet made by specific people and companies in the face of fierce international competition and is almost incompatible with the survival of the domestic shipping environment within the country.

It is interesting to see and compare the numbers of the fleet under the flag and the fleet under control, which are so painful for the patriots. Our fleet under the flag is 5 times smaller than the fleet under control, and in Japan, for example, at 15. The United States is somewhere around 3.3. Denmark, also not the last link, has more than 20. And where is the death of the fleet?

Where did the deputies and others concerned about the greatness, and not the essence of the matter, come from so much suffering? If the heroic deeds of the USSR begin to rub into my ears again, I will answer briefly – the USSR fleet was built with pine forest with the main goal of obtaining currency by any means, it was fundamentally different from the fleet of a country with a market economy. Without a currency, the USSR could not feed itself elementarily.
The USSR fleet paid off, while also managing to dump, mainly due to the artificially created environment for its habitat, that is, due to the incredibly low cost of its operation.
The crews cost a penny, but they saved not only on them, on everything – fuel, supplies, repairs, food, etc. Therefore, to sob about the second or third place in terms of tonnage, which was once occupied by the Soviet fleet, and call to return the lost, you can either foolishly, or for good money, but not in any way from concern about the real state of affairs and the future.

And if you look at the table of the real situation, the control of the fleet, you can see that in general, taking into account the geographical position of Russia in the world and its population, the size of its fleet corresponds to this position.
At the same time, the fleet has room to grow. Due to the expansion of its share in export transportation, of course, first of all. But I would not compare myself in this case with Japan or China for the reason I have repeatedly stated – for China, Japan, Korea, India or the United States, the import of energy is a matter of life or death, for us it is a matter of replenishing the budget, and this is a big difference . We have a fleet for cabotage, and the point is not the lack of tonnage, but the obstruction of departmental and legal disgraces. Well, the potential for fleet growth in international transportation is simply huge or, more simply, unlimited. Give only time and most importantly – the opportunity to work calmly.

 

The second registry – why is it needed?

You know, I and probably, not only me, from the very beginning did not have a clear answer to the question – why do I need a second registry? Why is it needed in principle, and what does it give the state and the shipowner? From an economic point of view, the international registers of developed countries that undertook to drive the fleeing fleets under domestic flags are quite meaningless.
Tonnage taxes are important for the budget of countries such as Panama or Malta, but not for countries such as Russia or England. Revenues from transportation itself? They have nothing to do with the flag.
Under the existing procedures and laws in the country, the shipowner will either conduct all bookkeeping through the parent company in the country or will not. If the laws and regulations are such that it is easier to sink the fleet than to legally operate, the shipowner will either spin the fleet through offshore or sell or sink.
Therefore, I initially could not understand, and it is still unclear where the moaning and appealing to the spirits of the ancestors of our deputies and officials came from, what such huge revenues from the transportation of Russian goods are floating in the pockets of foreign companies. In the same way, it is not clear to me how, in such a mysterious way, the return of ships under the Russian flag in the form of the Second Register will help ensure national security – strategically important shipments.

Let’s go in order. What is the Russian (American, English, Greek, Hong Kong, etc.) fleet? For some reason, we stubbornly call the Russian fleet a fleet registered under the flag of Russia, but the fleet, for example, Sovcomflot is also considered Russian, and for the most part it flies under foreign flags.
Around the world, the table of ranks of world maritime powers is considered not by the number of ships under their flags, but by the number of ships that the citizens and companies of these powers really control.
If we take the court as a basis without fail under the flag, then we all know that the real picture will turn upside down, and that the advanced maritime powers will be at the level of the mighty lake power of Chad. Therefore, the country’s fleet is determined not by the flag, but by control.
Therefore, the Russian fleet is far from being so deplorable as they try to imagine it. Therefore, revenues from the transportation of Russian goods flow into the pockets of foreign companies to a much lesser extent than they try to imagine.

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