Son of a Gun

In the early days, sailors were permitted to keep their "wives" on board ship. The term was used to refer to children born alongside the guns of the broadsides. The expression questioned the legitimacy of a person.The old definition of a man-o'-war was: "Begotten in the galley and born under a gun. Every hair a rope yarn, every tooth a marline spike; every finger a fish hook and in his blood right good Stockholm tar."A British officer commanding a brig off the Spanish coast in 1835 wrote in his diary. "This day the surgeon informed me that a woman on board had been laboring in child for twelve hours, and if I could see my way to permit the firing of a broadside to leeward, nature would be assisted by the shock. I complied with the request and she was delivered of a fine male child." Gunners Mate's to the rescue!

Boatswain's Pipe

A boatswain's pipe or boatswain's call (pronounced "Bosun") is a whistle that is made of a tube, called the barrel, that directs air over a grape-sized metal sphere with a hole cut in the top. The player opens and closes the hand over the hole to change the pitch.


The historical use of the boatswain's call was as a signalling device on a ship. Because of its high pitch, it could be heard over the activities of the crew and bad weather. It is now used in the traditional color , sunset and other ceremonies of several navies, sometimes combined with other auditive features: ruffles and flourishes or even a gun salute.


It is also the Official badge of the Quartermaster in the Sea Cadet Corps


Whistling is forbidden onboard


Whistling is forbidden in most ships if only for the reason that it can often be confused with the sound of the boatswain’s call used for attracting attention before making a pipe. A former reason for the no whistling rule was that it was the custom to whistle a wind when becalmed in a sailing ship; if per¬chance a gale ensued the assumption was that they overdid it. So sailors, being superstitious, rigidly curtailed their whistling habits.


At the time of whistling for a wind it was customary to drive a knife into the mainmast on the bearing the wind was desired. Another strange and very ancient superstition for producing wind was the knotting of a short length of rope, a single knot for a light breeze, two for fresh breezes, and three for strong winds.

The Bermuda Triangle

The "Bermuda Triangle" or "Devil's Triangle" is an imaginary area located off the southeastern Atlantic coast of the United States of America, which is noted for a supposedly high incidence of unexplained disappearances of ships and aircraft.

The apexes of the triangle are generally believed to be Bermuda; Miami, Florida; and San Juan, Puerto Rico. The US Board of Geographic Names does not recognize the Bermuda Triangle as an official name.

The US Navy does not believe the Bermuda Triangle exists.

The most famous US Navy losses which have occurred in the area popularly known as the Bermuda Triangle are USS Cyclops in March 1918 and the aircraft of Flight 19 in December 1945. The ship probably sank in an unexpected storm, and the aircraft ran out of fuel and crashed into the ocean -- no physical traces of them have ever been found.

Another well known disappearance is the civilian tanker SS Marine Sulphur Queen carrying bulk molten sulfur which sank in February 1963. Although the wreck of Marine Sulphur Queen has not been located, a life preserver and other floating artifacts were recovered. These disappearances have been used to provide credence to the popular belief in the mystery and purported supernatural qualities of the "Bermuda Triangle."

Since the days of early civilization many thousands of ships have sunk and/or disappeared in waters around the world due to navigational and other human errors, storms, piracy, fires, and structural/mechanical failures.

Aircraft are subject to the same problems, and many of them have crashed at sea around the globe. Often, there were no living witnesses to the sinking or crash, and hence the exact cause of the loss and the location of the lost ship or aircraft are unknown.

A large number of pleasure boats travel the waters between Florida and the Bahamas. All too often, crossings are attempted with too small a boat, insufficient knowledge of the area's hazards, and a lack of good seamanship.

One of the aircraft accident reports concerns an in-flight engine failure and subsequent ditching of a Cessna aircraft near Great Abaco Island in the Bahamas on 13 July 2003. This is the type of accident that would likely have been attributed to mysterious causes in the Bermuda Triangle if there had been no survivors or other eyewitnesses of the crash.

A significant factor with regard to missing vessels in the Bermuda Triangle is a strong ocean current called the Gulf Stream. It is extremely swift and turbulent and can quickly erase evidence of a disaster. The weather also plays its role. Prior to the development of telegraph, radio and radar, sailors did not know a storm or hurricane was nearby until it appeared on the horizon. For example, the Continental Navy sloop Saratoga was lost off the Bahamas in such a storm with all her crew on 18 March 1781. Many other US Navy ships have been lost at sea in storms around the world.

Sudden local thunder storms and water spouts can sometimes spell disaster for mariners and air crews. Finally, the topography of the ocean floor varies from extensive shoals around the islands to some of the deepest marine trenches in the world. With the interaction of the strong currents over the many reefs the topography of the ocean bottom is in a state of flux and the development of new navigational hazards can sometimes be swift.

It has been inaccurately claimed that the Bermuda Triangle is one of the two places on earth at which a magnetic compass points towards true north. East coast of Japan has the similar reputation. Normally a compass will point toward magnetic north. The difference between the two is known as compass variation. The amount of variation changes by as much as 60 degrees at various locations around the World. If this compass variation or error is not compensated for, navigators can find themselves far off course and in deep trouble. Although in the past this compass variation did affect the "Bermuda Triangle" region, due to fluctuations in the Earth's magnetic field this has apparently not been the case since the nineteenth century.

No US Government-issued maps that delineate the boundaries of the Bermuda Triangle. However, general maps as well as nautical and aviation charts of the general area are widely available from commercial map dealers.

Graveyard of the Atlantic

It is also home to some of the deepest underwater trenches in the world; wreckage could settle in a watery grave miles below the surface of the ocean. Most of the sea floor in the Bermuda Triangle is about 19,000 feet (5,791 meters) down; near its southern tip, the Puerto Rico Trench dips at one point to 27,500 (8,229 meters) feet below sea level.

Treacherous shoals and reefs can be found along the continental shelf. Strong currents over the reefs constantly breed new navigational hazards, according to the Coast Guard.

Anil

Compass rose

The term compass rose no doubt comes from the French rose des vents, an imaginary flower of four petals, one for the wind of each cardinal point. Roman records show that what is now the north point was in their era marked with a letter ‘T’ for trans montana or tramontana -- across the mountains, i.e., what lay to the north of the Mediterranean. The French later substituted their national symbol, the fleur de lis.

Off Cap

It is customary for officers, and should be for men as well, to remove their caps before entering a mess other than their own; this custom applies equally to officers’ messes and enclosed messes, and should be observed when passing through seamen's mess decks except on duty. The customary rule applies to cabins and offices as well. This is the same as the practice ashore -- you do not wear a hat in someone else’s home, and though you may wear it in your own home you would not normally do so.

Launching a New Ship

One of the oldest customs still practised is that relating to the launching of a new ship.

About the 14th century, was the custom of toasting the new vessel from silver wine goblets. The goblets were thrown into the sea to prevent further toasts, possibly of bad omen, being drunk.

For reasons of economy a wine bottle was substituted in 1690. It was usual for a prince or other male member of royalty to smash the bottle against the bow, but after 1811 the honour was given to prominent ladies.

A free swing was traditional until a spectator was injured and sued the Admiralty, and from that time a lanyard has been secured to the bottle.

No Launching on Friday

Ship is never launched on Friday, out of respect for the passion-tradition has it that all was still on Good Friday. “Now from the sixth hour there was darkness over all the land until the ninth hour” (Matthews 27:45)

Toasting

The custom of toasting is said to have begun with the ancient Greeks. The host took the first sip of wine to show his guest that it was not poisoned.

Restaurants where wine is served allow the host to sample the wine before the guests’ glasses are filled.

At a mess dinner it is forbidden to pro¬pose a toast before the Loyal Toast to the Sovereign, except that foreign heads of state are toasted first if foreign guests are present. In civilian circles it is permissible to drink toasts in water; naval superstition presupposes death by drowning for the personage toasted.

Likewise a glass that rings tolls the death of a sailor; stop the ring and the Devil takes two soldiers in lieu. This will explain why naval officers never clink glasses in drinking a toast.

At mess dinners it used to be a custom, not often observed now, to propose what was known as the toast of the day. The list that seems to be most commonly followed dates from before Trafalgar, and is:

Monday - our ships at sea

Tuesday - our men

Wednesday - ourselves, because no one else is likely to both

Thursday - a bloody war or a sickly season (to ensure quicker promotion)

Friday - a willing foe and sea room (The two preceding seem to be of historica l interest only)

Saturday - wives and sweethearts - may they never meet (reply is made by the youngest officer present)

Sunday - absent friends.

Plimsoll line

Amidships and just above the waterline on the side of a merchant ship you will see painted in white a circle with a horizontal line through it and alongside it another set of marks. These are known respectively as the Plimsoll line and the load lines, the first named for Samual Plimsoll, a Liverpool merchant and member of Parliament about 1880 who succeeded in Having a bill passed requiring every British merchant ship “to carry the mark and not submerge it”. Before that year many otherwise seaworthy ships had been lost through overloading. The load lines are special variations for different areas of operation and prevailing conditions. Obviously there would be no point in applying such a system to naval vessels. The draught marks of our ships are marked fore and aft in 6-inch Roman numerals and are read by a shipwright before leaving or after entering harbour.

Anil

Make it so

When the communicator at the ensign staff reports “Eight o’clock sir” (or nine o'clock in winter) it is customary for the Commander to reply “Make it so”, whereupon the corporal of the gangway will sound the requisite number of bells. The ceremony of colours then follows.

Anil

Commission Pendant

A ship's commissioning or masthead pendant is said to have originated from Blake's Whip, in commemoration of his driving the Dutch from the seas in 1653. Though it is not doubted that Blake hoisted a whip to his masthead on that occasion , the masthead pendant originated much earlier, probably in the 14th century when ensigns and pendants were first authorised in the Royal Navy. Blake had done this in defiance of the Dutch admiral Tromp who had the previous year hoisted a broom to his masthead, signifying that he had swept the British from the seas. Nowadays a broom hoisted in a merchant ship indicates change of ownership, i.e. "a new broom sweeps clean", while in the navy it is used more as Tromp did, as a sign of victory over other ships of a flotilla in all events of general drills or a regatta.

Burial At Sea

Burial at sea, a simple yet most impressive and dignified ceremony, is the most natural means of disposing of a body from a ship at sea. It is still the custom to sew the body into a hammock or other piece of canvass with heavy weights, formerly several cannonballs, at the feet to compensate the tendency of a partly decomposed body (as would be the case in the tropics) to float. To satisfy superstition, or to ensure that the body is actually dead, the last stitch of the sailmaker's needle is through the nose.

Make and mend

Before the times when uniforms were issued the men made their own. When hands could be spared from work about the ship the pipe was make “hands to make and mend clothes”. Later it was the practice for two or three men, more expert tailors than their fellows to obtain permission to form in partnership what was called a jewing firm, in the figurative sense of un¬scrupulous dealers. The expression make and mend today bears little relation to its original use. Now it means a half-holiday granted in harbour.

Saluting the Quarterdeck

Some of our Naval customs and traditions originated from antiquity, while others grew from practices in Middle Age and the great Age of Discovery. These customs are part of Naval profession, overemphasizing them is a mistake, but underestimating them is lack of perspective.

Saluting the Quarterdeck

Saluting the quarterdeck is derived from the very early seagoing custom of the respect paid to the Pagan Altar onboard ship, and later to the crucifix and shrine. There are few competent authorities on customs and traditions who do not fully support this belief, but trace the customs to the early days of Royal Navy when all officers who were present on the quarterdeck return the salute of individuals by uncovering. The majority opinion is that it was the salute to the seat of authority, the quarterdeck the place nearest to the colour.

Flags of suzerain or sovereign became in time symbolical of the religion of the state and emblematical of the royal or imperial house of the ruler. The colour had a twofold significance, religion and state. Custom of respect survived after the shrines were removed from the deck.

Quarterdeck has been considered a “sacred” place from the early days.

The practice of receiving officers at the gangway of a ship is very old and used to be attended by much pomp and ceremony. Some captains used to require that all officers be on deck to receive them no matter what hour of the day or night they returned.

Crossing The Equator Ceremony

Crossing the Line ceremonies matched the initiation ceremonies of many medieval guilds, and by the 16th century, a pattern of customs had emerged in European shipping to provide a ‘baptism’ for all sailors aboard who have not previously crossed the equator. Neptune, usually the oldest sailor who had crossed the equator the most…and his retinue would come over the bows of the ship and take over the deck. The retinue might consist of, among others, ‘Davy Jones’ or the Devil, two ‘Bears’, men dressed in skins who would pull Neptune’s chariot, a ‘Barber’ and a ‘Doctor’. Often Neptune was accompanied by Amphritrite, the wife of Triton or Neptune, usually a young sailor dressed up with a wig and outlandish female clothing.

The ceremony of crossing the line is an initiation rite in the Royal Navy, U.S. Navy, Indian Navy and other navies which commemorate a sailor's first crossing of the equator. Originally the tradition was created as a test for seasoned sailors to ensure their new shipmates were capable of handling long rough times at sea. Sailors who have already crossed the equator are nicknamed Shellbacks, often referred to as Sons of Neptune; those who have not are nicknamed Pollywogs.

"King Neptune and his court" (usually including his first assistant Davy Jones and her Highness Amphitrite and often various dignitaries, who are all represented by the highest ranking seamen) officiate at the ceremony, during which the Pollywogs undergo a number of increasingly disgusting ordeals (wearing clothing inside out and backwards; crawling on hands and knees on non-skid coated decks; being swatted with short lengths of firehose; being locked in stocks and pillories and pelted with mushy fruit; crawling through chutes and large tubs of rotting garbage; kissing the Royal Baby's belly coated with axle grease, hair chopping, etc), largely for the entertainment of the Shellbacks.

Once the ceremony is complete, a Pollywog receives a certificate declaring his new status. Another common status is the Golden shellback, a person who has crossed the equator at the 180th meridian (International Date Line).

A watered-down version of the ceremony, typically featuring King Neptune, is also sometimes carried out for passengers' entertainment on civilian ocean liners and cruise ships.

In 1995, a notorious line crossing ceremony took place on an Australian submarine HMAS Onslow. Sailors undergoing the ceremony were physically and verbally abused before being subjected to an act called "sump on the rump", where a dark liquid was daubed over each sailor's anus and genitalia. One sailor was then sexually assaulted with a long stick before all sailors undergoing the ceremony were forced to jump overboard until permitted to climb back aboard the submarine.

A videotape of the ceremony was obtained by the Nine Network and aired on Australian television. The television coverage provoked widespread criticism, especially when the videotape showed some of the submarine's officers watching the entire proceedings from the conning tower.

Most navies have, since then, instituted regulations which prohibit physical attacks on sailors undergoing the crossing the line ceremony. In modern times, rather than a dreaded rite of initiation, the line crossing ceremony has become a popular tradition in many traditional Navies and Coast Guards.

Line crossing ceremonies are also carried out on some merchant navy ships. However, without the oversight of military justice, they can often get out of hand and lead to the abuse and assault which occurred in line crossing ceremonies of the past.

Why a Ship is called "She" ?

It has always been customary to personify certain inanimate objects and attribute to them characteristics peculiar to living creatures. Thus, things without life are often spoken of as having a sex. Some objects are regarded as masculine. The sun, winter, and death are often personified in this way. Others are regarded as feminine, especially those things that are dear to us. The earth as mother earth is regarded as common maternal parent of all life. In languages that use gender for common nouns, boats, and other vehicles almost invariably use as feminine form. Likewise early seafarers spoke of their ships in the feminine gender for close dependence hey had on their ships for life and substance.
In the past there were no female worked in the commercial and war ships. All sailors were male. So they considered ship as their lady.

Until today ship is called "She", because:

• There is always a great deal of bustle around her
• There is usually a gang of men about
• She has a waist and stays
• It takes a lot of paint to keep her good looking
• She shows her topsides and hides her bottom
• She can be all decked out
• It takes an experienced man to handle her correctly
• And without a man at the helm, she is absolutely un- controllable.
• It takes a lot of Paint to keep her Good - Looking.
• And the main reason....It's not the initial expense that breaks you, It's the upkeep.
• When coming into port, always heads for the buoys.

Admiral Nimitz once said, "Because she costs a lot in paint and powder to be eye pleasing and ready to go out."
"Like a woman, she flaunts her topsides, hides her bottom, and there is always a bustle of men around her."

Memorising The Planets Of The Solar System

When I was a student, I had a tough time memorising Planets I order. I would like to share an effective method of memorising nine planets from the book Master Your Memory by Tony Buzan


First write down the names of all Planets of our Solar System on a piece of paper.

Now check with the order I have written and see if you have got it right. This is in order from the Sun:

1. Mercury 2. Venus 3. Earth 4. Mars 5. Jupiter 6. Saturn 7. Uranus 8. Neptune 9. Pluto

This is how you remember. You create a story.

Imagine that you are standing in front of Sun. See it clearly, feel its heat and admire its orange glow. And there is this planet thermometer, filled with that liquid metal that measures temperature: MERCURY.

The Sun heats up and eventually it bursts the thermometer. All you see is that tiny balls of that liquid metal Mercury on the floor.

Next you see is this most beautiful little goddess standing right next to you. What shall we call her? Yes, VENUS.

Then you see Venus playing with this scattered Mercury. Finally manage to pick up one of the Mercury Globules. She throws it in a giant arc way up in the sky. And this lands in your garden with a big thump. Your garden is on planet EARTH.

Because of the big thump, it effected your next-door neighbour who is a little red faced and about to fume up. Who is this God of War? MARS

Mars is really furious that he is just about to attack you when, striding you on the scene comes a giant. He calms Mars down. He has an initial J on his forehead that stands for JUPITER.

As you look up to Jupiter, he is wearing this T-shirt with the word ‘SUN’ emblazoned in golden letters. Each of this letters stands for the first letter of each of the three big Planets of the Solar System: SATURN, URANUS and NEPTUNE.

Sitting on Jupiter’s head is this barking dog called PLUTO, laughing his little heart out.

Now re-run this fantasy in your mind and then see how easy it is to remember!

This definitely works. To learn more about Tony Buzan and his Programs Click here

How Does Bulbous Bow Work?

Hydrodynamic level, the destructive interference of the primary and secondary wave trains causes an overall reduction in drag which is beneficial to the vessels resistance characteristics would be true. Or on a more physical level, that the water coursing over the top of the bulb is exerting a downward pressure that is keeping the stern from squatting, thereby allowing flatter trim, causing the vessel to run with less resistance. It is a fact that bulbs do work and in some cases reduce resistance as much as 25%.

Their proportions are derived from the features and dimensions of the vessel itself. The diameter (volume) is a direct result of the hull midship area. The length is determined by the stem profile, as the farther forward the bulb extends the more leverage it has but is generally kept shorter than the bow overhang. The section shape may be a modified ellipse to reduce pounding in head seas. The vertical placement is calculated so the bulb is just below the surface where it will create a wave in front of the ship interfering with the natural wave train of the vessel, creating a wave hollow where a crest should be. In this way the vessel will run flatter and the overall wave height will be reduced.

The vessel will pitch less which will cause fewer disturbances in the water and the passage of the vessel through the water will be achieved with less fuss and muss. Any time a vessel can be moved through the water with less waves and overall disturbance to the surface less power has been transmitted to the water to create those waves. To be able to move a vessel through the water with no perceptible notice of its passage is the ultimate goal of all Naval Architects and the ultimate in power savings.

Anil

What is a bulbous bow?

Bulbous bow available in many shapes and sizes, generally the bulb looks like a section of large diameter pipe with a domed end sticking out of the bow of the boat, underwater. Side bulbs, bilge bulbs, and even stern bulbs have been tried but the most consistent results have been achieved with bow bulbs. Today, to see a large ship without a bulbous bow is a rare sight indeed. Their results have been proven over countless thousands of deep ocean miles in all kinds of weather by all kinds of vessels.

So what's in it for you?

The benefit of a modern day bulbous bow will reduce your fuel consumption 12% to 15% giving you the equivalent greater range, or a slightly higher speed for the same power applied, whichever you choose to use. The greatest amount of benefit will be at the high end of the semi-displacement speed range, reducing as your speed decreases. At higher speeds wave making resistance accounts for the greater portion of the drag, and the slower you go proportionally more of the resistance is taken up by wetted surface drag. At low speed (around 6 knots and lower) the bulb will even cause an increase in drag because of it's greater wetted surface area. Luckily at that low speed the added power consumption is negligible and generally little time is spent in this speed range.

In addition, you will find increased sea keeping ability due to dampening of the pitching motion. When charging into head seas there is the chance of slamming the bulb on the troughs, but this is limited to a very narrow range of wave train and heading. A slight change in direction and/or speed will cure this ill-effect.

How does it works?

Please read my next post

What are the differences between a cruiser, destroyer, frigate, corvette and gunboat

The way warships are classified tends to be controversial, and there is no set definition for the meaning of a term. Everyone have their own views with their ships. For example Russian destroyers on which I served for many years are known as SNF (Soviet Naval Frigate) in USSR. Since modernisation of navies size of the ship doesn’t matter in classifying the ships. However size was the main factor in the early days in classification. Secondly weapon carried and purpose of ship.

The World’s Navies classifies the ships as follows:
Cruisers: +10,000 tons
Light Cruisers: 5000 to 10,000 tons
Destroyers: 3000 to 4000 tons
Frigates: 1100 to 3000 tons
Corvettes: 500 to 1100 tons
FAC: +25 Knots
Large PC: 100 to 500 tons
Coastal PC: -500 tons

There are, however, some nearly "standard" classifications that can be applied to most major warships. The designations listed here attempt to be "universal" to the greatest degree possible. Keep in mind that many nations chose to "do things their own way" at one time or another. A typical destroyer built during WWII and still in service and would still be classified as a destroyer, but it would be more similar to a modern frigate, corvette or offshore patrol vessel depending on its level of modernization.
In the British Navy the pendent number is written with an alphabet in front which distinguish what type ship it is.

A - Auxiliary
B - Battleship
C - Cruiser
D - Destroyer
F - Frigate
M - Minesweeper
N - Minelayer
R - Aircraft Carrier
S - Submarine
H - Hydrographic Vessel
L - Amphibious Warfare
P - Fast Patrol Boat

Cruisers: Cruisers are an extremely large and varied group.

Guided Missile Cruiser: Modern guided missile cruisers generally have only one of the traditional cruiser roles--they are either offensive or defensive, but not both. Typically offensive ships are equipped with heavy anti-ship missile batteries; defensive ships have anti-aircraft missiles to defend task forces. Neither type is truly capable of independent offensive operations as traditional cruisers were. A few guided missile cruisers have combined the offensive and defensive batteries in one large hull.

Destroyers: The destroyers have seen numerous changes in role over the years, as can be seen from the descriptions below

Definitions based on size comparison (i.e. a destroyer is larger than a frigate but smaller than a cruiser) and displacement have become meaningless in this category and the same will likely happen to the escort classes (corvettes and frigates) in the next two decades.

Destroyer: (DD/DDG(Destroyer /Guided Missile Destroyer) Small, fast, heavily armed escorts intended to protect the battle fleet, Carriers from enemy surface, air or undersea threats, depending on the era. Destroyers originated as "torpedo-boat destroyers", intended to sink enemy torpedo boats. Anti-submarine warfare was added when submarine became a threat. As aircraft became more important the destroyers added an anti-aircraft role. Destroyers are primarily defensive in nature and generally operate in groups rather than independently. In a modern context, DDs are the major anti-submarine ships and DDGs are anti-aircraft ships, but they retain multi-mission capabilities.

In addition to these defensive capabilities, it can support strike operations with long-range gunfire and land-attack missiles. It is this strike ability, mostly with Tomahawk missiles, that distinguish destroyers from frigates.

Frigates: Frigates are larger than corvettes. They are about the same size or just smaller than. Frigates today are multi-purpose platforms capable of long-range, long-endurance independent low and medium intensity missions. They are with advanced weapons, sensors and computer processing ability to defeat multiple air, surface and subsurface threats simultaneously and surviving in a high intensity environment. Stealth frigates are getting popular in the many navies.

Corvette is a small, maneuverable, lightly armed warship, originally smaller than a frigate and larger than a coastal patrol craft, although many recent designs resemble frigates in size and role.Corvette Small, generally slow escort-type vessel, generally intended for ASW. They are also sufficiently habitable and have the endurance for long-range operations. Best suited for coastal work but sometimes employed as a seagoing vessel. Often seem to be heavily armed for their size, but generally are lacking in things like sensors, electronics, reloads, range and accommodations.
Corvettes have a displacement between 540 and 2,750 long tons (and measure 180–330 feet (55–100 meters) in length. They are usually armed with medium- and small-caliber guns, surface-to-surface missiles, surface-to-air missiles, and underwater warfare weapons

FAC: Fast attack craft are smaller than corvettes and distinguishable from similar sized patrol craft by their higher speed (at least 25 knots). They are distinguishable also from inshore vessels by size, being around 50m in length, whereas the smaller craft are 30m or less. Due to their small size, FAC specialise in one discipline and cannot be considered multi-purpose platforms. Most are optimised for surface warfare using missiles and guns, and increasingly rarely, torpedoes.

Battleships: Battleships were the primary warships in the era of ship-to-ship combat with guns. They were equipped with the largest and greatest number of guns possible, and were heavily armored to protect them from similar enemy ships. Battleships were intended to engage in ship-on-ship or fleet-on-fleet combat with forces of enemy battleships. Battleship armor was generally heavy enough to protect the ship against it's own main armament

Offshore Patrol Vessel: (OPV) Modern classification for vessels similar in purpose to the 3rd class cruisers. Intended for duty in areas requiring presence but not major fighting power. Vessels tend to be optimized for good seakeeping, long range, good accommodations, easy maintenance and reliability. Generally slow and seemingly underarmed for their size

The World’s Navies classifies the ships as follows:
Cruisers: +10,000 tons
Light Cruisers: 5000 to 10,000 tons
Destroyers: 3000 to 4000 tons
Frigates: 1100 to 3000 tons
Corvettes: 500 to 1100 tons
FAC: +25 Knots
Large PC: 100 to 500 tons
Coastal PC: -500 tons

Welcome

Warm Welcome

I am father of two daughters and presently living with my wonderful family in Singapore. I am working as trainer in the Republic of Singapore Navy for seven years. I would like to share my stories and experience through this site. Enjoy reading.

Anil