Origin of the word "Merchant Navy"

It was originated by King George V following their service in the First World War.

Merchant seafarer's primary job was to carry food grains, edible oil and cereals to the Royal Navy soldiers during the world war. They were not issued with any kind of arms and ammunition, as their primary job was to look after the Royal navy soldiers food supply only, not to fight the battle.

This Merchant Navy (MN) identification badge was issued to seaman on board British ships in January 1940.

The Merchant Navy name have been adopted in Britain in 1922, as part of King George V's formal acknowledgement of merchant seafarer's service and sacrifice during the First World War. That conflict cost the British Empire's merchant marine - as it was then better known - 2500 ships and 15000 seafarers.

During the First World War, merchant seafarers were not issued with any sort of identification badge, and as they did not wear uniforms many were made feel uncomfortable ashore. The issue of MN badges during the second World War was designed to indicate that the wearer was taking an active part in the war effort along with the Royal Navy.

Gundecking

In the modern Navy, falsifying reports, records and the like is often referred to as "gundecking." The origin of the term is somewhat obscure, but at the risk of gundecking, here are two plausible explanations for its modern usage. The deck below the upper deck on British sailing ships-of-war was called the gundeck although it carried no guns. This false deck may have been constructed to deceive enemies as to the amount of armament carried, thus the gundeck was a falsification. 

A more plausible explanation may stem from shortcuts taken by early Midshipmen when doing their navigation lessons. Each Mid was supposed to take sun lines at noon and star sights at night and then go below to the gundeck, work out their calculations and show them to the navigator. Certain of these young men, however, had a special formula for getting the correct answers. They would note the noon or last position on the quarter-deck traverse board and determine the approximate current position by dead reckoning plotting. Armed with this information, they proceeded to the gundeck to "gundeck" their navigation homework by simply working backwards from the dead reckoning position.

Mess

Mess.  From the Latin term "mensa" meaning tables.  "Mesa" is Spanish for table and "mes" in old Gothic means a dish.  The English word originally meant four, and at large meal gatherings diners were seated in fours.  Shakespeare wrote of Henry's four sons as his "mess of sons."  The word "mess" that suggests confusion comes from the German "mischen," meaning to mix. Messmates, are those who eat together.  Smythe's, Sailors' Word Book, yields the ditty, "Messmate before shipmate, shipmate before stranger, stranger before a dog."
     

Mess deck.  Eating area for the ship's crew.

Why are the two sides of a ship called PORT and STARBOARD ?

There are different explanations heard during my career in the navy.

Port side mean the left side when looking forward from the stern of the boat. Starboard means the right side when looking forward from the stern. Starboard is originally an anglo-saxon word literally meaning "right-side" or "right-board" and larboard is from the french baboard or the anglo-saxon bœc-bord. Anyway, there are discrepancies about what how port came from larboard, but basically it has stuck because larboard was too easily confused with starboard.

The another believe is, Centuries ago, what we now refer to as a rudder was lashed to the right side of the vessel. It was called a 'larboard.' When the vessel came into port, the captain didn't have much choice about which side to use since he could damage his steering gear if he had trouble. This must have led to term port side and larboard side..

Another interesting explanation is that Starboard was a walking board that hung off the right side of the boat. In the ancient days, navigators were depended on stars for navigational aid. The navigator of the ship used this Starboard to walk out where he could see the stars without the sails, masts and boat lights getting in the way. When the ship came in to Port, it could not port on the right side of the ship, or it would break the Starboard. So the left side of the ship was known as the Port side, and the right side was called the Starboard side.

Remember the lighting scheme of Port and Starboard? The Port light of an approaching vessel is RED; (Red Port wine). The red light tells you to give way to the other vessel. The Starboard light is GREEN which means you have right of way.

It is interesting to note that this practice carried over into aviation. Passengers almost always enter planes from the left, or port, side even though aircraft now have full sized doors on both sides

Why does the Navy use a fouled anchor insignia?

An anchor that is foul of the cable or chain is a symbol found in various Navy crests.  No one really knows why the anchor was used as a symbol for the chief petty officer. Many chiefs believe that it symbolizes the difficulty that they face everyday, but that is just a fanciful guess.

The device is on the cap of the most naval officers, the distinguishing device of a Chief Petty Officer, the collar device of midshipman, and on the cap badges of the British naval officers.  Many sailors regard the device a sign of poor seamanship.  Although, artistic to a civilian, it has been called a sailor's disgrace by some. 

The fouled anchor was first seen as an insignia of the Lord High Admiral of England, Lord Howard of Effignham, around 1588 during the Spanish Armada battle. More than 400 years later, the insignia is still the official seal for the admiral's office.

The fouled anchor insignia is just one example of how the British navy influenced the navies around the world.

Piping the Side

The proper name of the shrill metal whistle, used by the navy is the boatswain’s call, and sounding it is known as piping. The term “Piping the Side” originated in the days of sailing ships, from the way visiting captains arrived on board. Instead of climbing the ladders, they were hoisted aboard by a group of sailors called the Side Party, a title shortened in time to “the side.” The order to “pipe the side” was given by the officer of the watch, and the boatswain relayed this to the men using his call.

This salute to a visiting dignitary now consists of the call being blown twice, once as the dignitary’s boat draws alongside the ship’s accommodation ladder, and again as that person mounts the ladder and steps inboard. The procedure is reversed as the dignitary departs. Traditionally, the side is also piped when a corpse is brought on board, taken ashore, or committed to the deep.

The boatswain’s call dates from the era of the Greek and Roman galleys, when the stroke of the oars was called with a whistle. The call was first used in English ships about the middle of the 13th century.

In the Royal Navy, the boatswain’s call was worn as a badge of rank, probably because it had always been used for passing orders. As long ago as 1485, it was worn as a badge by the Lord High Admiral of England. In 1645, it was carried only by ship’s masters, boatswains and coxswains; now it is the badge of office of quartermasters and boatswain’s mates.

“To Pipe” means to sound the boatswain’s call and follow up with the spoken order, usually over the ship’s broadcast system. However, some “pipes” are orders in themselves and require no spoken order. The boatswain’s call epitomizes the smooth, orderly fashion in which the routines of the 24-hour day onboard a warship at sea are conducted.

The term “pipe down” is a very old naval expression that has found its way into civilian usage. It has several meanings: a holiday from all work that is non-essential; an order to keep quiet after “lights out;” or simply a dismissal when a particular chore has been completed. The army has a similar expression, to “stand down.”

A long tradition related to the boatswain’s call that is little known outside the navy is that whistling is forbidden in HMS ships, so that it will not be confused with the pipe.

Shifting Colors

When a ship is anchored or moored between the hours of 8:00 a.m. and sunset, it flies its ensign at the flagstaff and the union jack at the jackstaff. When it is under way, the ensign is flown at the gaff (the diagonal spar projecting aft from the mast) and the jack is not flown at all. The process of changing from one display to the other is known as shifting colors. 

As the ship prepares to get under way, sailors are positioned at the bow, fantail, and bottom of the halyards running to the gaff and the signal yards. The "steaming" ensign is attached--or "bent on"--to its halyard in preparation for hoisting. The ship's call sign and any other prescribed signal flags are run up, packed to be "broken" at the right moment. At the instant that the last mooring line leaves the pier or buoy, or the moment that the anchor is aweigh, the boatswain's mate of the watch blows a long blast on his whistle and passes the word, "Underway--shift colors." Immediately and simultaneously: 

• the ensign at the flagstaff and the jack at the jackstaff are hauled down smartly (rapidly).
• the steaming ensign is run up smartly to the gaff.
• any flags or pennants that are displayed only when not under way, such as award pennants or  the personal flag or pennant of an officer who is not aboard, are hauled down smartly.
• the call sign is broken at the signal yard. 

A ship mooring or coming to anchor goes through the same process in reverse, with the boatswain's mate giving the word "Moored--shift colors" when the first mooring line is made fast or the anchor is let go. In either case, the desired effect is one set of flags vanishing and another flashing out at precisely the same time. 

Calculating Breaking Strength, Safe Work Load and Weight of Hawserlaid Ropes

CALCULATION OF APPROXIMATE BREAKING STRENGTH (B.S) AND SAFE WORKING LOAD (S.W.L) FOR MANILA ROPE

Method of finding the Breaking Strength (B.S) is to divide the square of the diameter of the rope in millimetres by 200.

Example of a diameter 24mm Manila Rope:

Breaking strength        =          diameter² / 200

                                    =          24² / 200

                                    =          576 / 200

                                    =          2.88 tonnes (approx. 3 tonnes) 

Safe Working Load (S.W.L)

Method of finding the Safe Working Load (S.W.L) is to divide the Breaking Strength by factor of safety.

 The following factors of safety for ropes are used generally:

Lifts and hoist                           -           12

Running rigging and slings       -             8

Other purposes                         -             6  

Safe Working Load     =          Breaking Strength / Safety Factor

                                    =          3 tonnes / 6

                                    =          0.5 tonnes

CALCULATION OF APPROXIMATE BREAKING STRENGTH (B.S) AND SAFE WORKING LOAD (S.W.L) FOR POLYPROPYLENE ROPE

Method of finding the Breaking Strength (B.S) is to divide the square of the diameter of the rope in millimetres by 77 tonnes.

Example of a diameter 24mm Polypropylene Rope:

Breaking strength        =          diameter² / 77

                                    =          24² / 77

                                    =          576 / 77

                                    =          7.48 tonnes (approx. 7 tonnes) 

Method of finding the Safe Working Load (S.W.L) is to divide the Breaking Strength by a safety factor of 6.

Safe Working Load     =          Breaking Strength / Safety Factor

                                    =          7 tonnes / 6

                                    =          1.18 tonnes( approx. 1 ton) 

CALCULATION OF APPROXIMATE BREAKING STRENGTH (B.S) AND SAFE WORKING LOAD (S.W.L) FOR POLYETHYLENE ROPE

Method of finding the Breaking Strength (B.S) is to divide the square of the diameter of the rope in millimetres by 106 tonnes.

Example of a diameter 24mm Polyethylene Rope: 

Breaking strength        =          diameter² / 106

                                    =          24² / 106

                                    =          576 / 106

                                    =          5.43 tonnes (approx. 5 tonnes) 

Method of finding the Safe Working Load (S.W.L) is to divide the Breaking Strength by a safety factor of 6.

Safe Working Load     =          Breaking Strength / Safety Factor

                                    =          5 tonnes / 6

                                    =          .83  tonnes

FORMULA TO CALCULATE WEIGHT OF DIFFERENT 3 STRAND ROPES.

220 meter coil of Manila/Sisal - d² /6.6 kilograms
220 meter coil of Polyamide(Nylon) - d² /7 kilograms
220 meter coil of Polyester - d² /5.6 kilograms
220 meter coil of Polyethylene - d² /9 kilograms
220 meter coil of Polypropylene - d² /10 kilograms

(Reference: Admiralty Seamanship Vol 2, Page 684)

Hand Salute

The hand salute in the Navy came by way of the British Navy.  It is generally agreed that the salute is the first part of the movements of uncovering.  That there was nothing in the hand is a possible explanation of the British salute with the palm turned out.  From the earliest days of organized military units, the junior has uncovered in addressing or meeting the senior.  Lord St. Vincent, in 1796, promulgated an order to the effect that all officers were to take off their hats when receiving orders from superiors.

 In 1890, the hand salute only was decreed by Queen Victoria because of her displeasure at seeing officers and men stand uncovered when they appeared for royal commendation.
   

In the United States Navy, officers in the open uncover only for divine services.  Men uncover when at "mast" for reports and requests, and in officers' country unless under arms or wearing a watch belt.

Wetting Down a commission

In the old Navy, an officer's commission was hand-written on heavy parchment. According to some sources, the newly commissioned or promoted officer held a dinner for his shipmates and friends. During the course of the evening, the new commission was rolled into a cone, the small end folded up to form a cup. This paper cup was passed around the table for all the guests to toast the new officer. Thus, the new commission was "wetted down." Considering the importance of the document, however, this interpretation may be doubtful. Commissions inmost of  the navies were signed and issued by the President and were of great legal and personal value.

According to other sources, the wetting down party was once quite a rough and tumble affair. It was the custom for the officer to wear his new uniform or stripes for the first time at the wetting down. The guests would then proceed to christen the uniform, the occupant, and the commission with whatever liquid refreshment (paid for by the victim) was available. Over the years, however, Navy life has became more calm, the price of gold braid has skyrocketed and a literal christening is not usually condoned. It might even be considered downright unsociable.

Cumshaw

Something procured outside official channels and without official payment.  Word derived from beggars of Amoy, China, who said "kam sia" meaning "grateful -thanks."  The Navy term usually relates to unauthorized work done for a ship or station usually obtained by bartering.  "The shipyard welder added the brackets in exchange for five pounds of coffee."  A "cumshaw artist" is one who is adapt at getting projects done or items for free or by bartering.

Tending the Side.

Piping as a ceremony with side boys is a custom evolving from the days when visitors were hoisted aboard by use of the boatswain's chair.  The pipe was used for the commands "hoist away" and "avast heaving."  Members of the crew of the host ship did the hoisting.  It is from the aid they rendered in tending the side that the custom originated of having a certain number of men, ("side boys,") present.  In time it became a courtesy for high ranking officers and diplomatic officials to honored by sideboys and piping ceremony.

Fire ship

A fire ship, used in the days of wooden rowed or sailing ships, was a ship filled with combustibles, deliberately set on fire and steered (or, where possible, allowed to drift) into an enemy fleet, in order to destroy ships, or to create panic and make the enemy break formation. Ships used as fire ships were usually old and worn out or purpose-built inexpensive vessels.

Warships of the age of sail were highly vulnerable to fire. Made of wood, with seams caulked with tar, ropes greased with fat, and stores of gunpowder, there was little that would not burn. Accidental fires destroyed many ships, so fire ships presented a terrifying threat.

What happens to the magnetic compass at the magnetic pole?

A magnetic compass needle tries to align itself with the magnetic field lines. However, at (and near) the magnetic poles, the fields of force are vertically converging on the region (the inclination (I) is near 90 degrees and the horizontal intensity (H) is weak). The strength and direction tend to "tilt" the compass needle up or down into the Earth. This causes the needle to "point" in the direction where the compass is tilted regardless of the compass direction, rendering the compass useless.

There are established zones around the north and south magnetic poles where compass behavior is deemed to be "erratic" and "unusable". These zones are defined where H (the horizontal intensity) is between 3000 nT - 6000 nT (erratic zone) and H is less than 3000 nT (unusable zone).

North Magnetic Pole

The Earth's magnetic field is shaped approximately like that of a bar magnet and, like a magnet, it has two magnetic poles, one in the Canadian arctic, referred to as the North Magnetic Pole, and one off the coast of Antarctica, south of Australia, referred to as the South Magnetic Pole. At the North Magnetic Pole the Earth's magnetic field is directed vertically downward relative to the Earth's surface. Consequently, magnetic dip, or inclination is 90°. In addition, the North Magnetic Pole is the eventual destination for a traveller who follows his or her compass needle from anywhere on Earth.

The North Magnetic Pole is slowly drifting across the Canadian Arctic. The Geological Survey of Canada keeps track of this motion by periodically carrying out magnetic surveys to redetermine the Pole's location. The survey indicates position for the Pole and established that it is moving approximately northwest at 40 km per year.

The observed position for 2001 and estimated positions for 2002 to 2005 are given in the table.

Year	Latitude ( °N)	Longitude ( °W)
2001	81.3	110.8
2002	81.6	111.6
2003	82.0	112.4
2004	82.3	113.4
2005	82.7	114.4