Agulhas Current - Note One

The sources of the Agulhas Current are the East Madagascar Current, the Mozambique Current and a recirculated part of the south-west Indian subgyre (a smaller circular current within a gyre)south of Madagascar. The flow of the Agulhas Current is directed by the topography. The current follows the continental shelf from Maputo to the tip of the Agulhas Bank (250 km south of Cape Agulhas). Here the momentum of the current overcomes the vorticity balance holding the current to the topography and the current leaves the shelf.

The core of the current is defined as where the surface velocities reaches 100 cm/s (39 in/s), which gives the core an average width of 34 km (21 mi). The mean peak speed is 136 cm/s (54 in/s), but the current can reach 245 cm/s (96 in/s.

As the Agulhas Current flows south along the African east coast, it tends to bulge inshore frequently, a deviation from the current's normal path known as Agulhas Current meanders (ACM). These bulges are occasionally (1-7 times per year) followed by a much larger offshore bulge, known as Natal pulses (NP). Natal pulses move along the coast at 20 km (12 mi) per day. An ACM can bulge up to 20 km (12 mi) and a NP up to 120 km (75 mi) from the current's mean position. The AC passes 34 km (21 mi) offshore and an ACM can reach 123 km (76 mi) offshore. When the AC meanders, its width broadens from 88 km (55 mi) to 125 km (78 mi) and its velocity weakens from 208 cm/s (82 in/s) to 136 cm/s (54 in/s). An ACM induces a strong inshore counter-current.

Large-scale cyclonic meanders known as Natal pulses are formed as the Agulhas Current reaches the continental shelf on the South African east-coast (i.e. the eastern Agulhas Bank off Natal). As these pulses moves along the coast on the Agulhas Bank, they tend to pinch off Agulhas rings from the Agulhas Current. Such a ring shedding can be triggered by a Natal pulse alone, but sometimes meanders on the Agulhas Return Current merge to contribute to the shedding of an Agulhas ring.

One Very Unplesant Incident

Ship’s Radar Observer’s course was a part of our study program. We did this on board our training ship "Sir John Cass". The training ship was berthed in Rotherhithe. Another Sri Lankan student joined our batch only to follow the Radar Observer’s course. It was a two-week course, and every morning by 9.00 a.m. we were all on the ship. Soon after that, the ship left the berth and proceeded down the river Thames and returned only by 5.00 p.m.

On Friday of the first week of the Radar Observer course, the Sri Lankan student, Ram, and I boarded the train at Rotherhithe to come to central London. There were a few dock workers in the train and they were drunk. One of them came close to us and said "You black bastards you are smelling!" I understood the situation and I just kept quiet. Ram was new in London and retaliated with some harsh words. I tried my best to advise Ram to be quiet but he would not listen. At this time, two others joined and started assaulting both of us. I pulled Ram and jumped out of the train when it stopped at the next station. Those men also jumped out and continued to hit us. Ram was bleeding from his nose. So many people passed by and nobody, repeat nobody, even turned to look at what was going on. A Chinese gentleman came to our rescue and then those three men moved out. We thanked him and thanked God for sending him. Ram was trying to maintain a very brave face but I knew that he was in pain. There was blood all over his shirt. He was staying in Wembley park and he took the train in that direction while I boarded the train that brought me to Finchley Central. That was one very unpleasant incident that took place during the time I was studying in London.

                                   Section of the Rotherhithe Underground Station in London

The First Phase of Academicals

Highest sea-going qualification for the deck officers is the Master mariner. The Extra Masters which is like a Ph.D. is more of an academic qualification which was highly recognized, worldwide.

For Merchant Navy Officers there are phases of academicals for which we must enter a Nautical College. During our time, the first phase of studies was to prepare us to sit the exam to obtain the Second Mate Foreign Going Certificate. From the time I joined my first ship as an Officer cadet, I had accumulated sea time of about three and a half years which enabled me to enter college for the academicals. The required sea time was three years and three months. After looking at many options, I, finally opted to do my studies at Sir John Cass College in London and also at the Irish Nautical College in Cork, Ireland. During the time I worked on board I saved some money for my studies. But, later I found that was not enough and my parents and some friends helped me with the finances from time to time while I was studying in London and in Ireland. 

I joined Sir John Cass College in February 1978. During the time of my studies in London, I lived with some of my cousins in Finchley Central. We shared an apartment, cooked our meals and managed our lives.  During the summer holidays, I worked in a bakery in the Wembley area. I could not save much from what I earned because with that money I had a good summer with my cousins and friends.

It took around ten months for me to complete the first phase of my studies and sit the exam.

I passed my exam on December 16^th that year. It was great because it was two days before my birthday. Soon after I passed the exam, I was offered a job with a British Shipping Company but since my Visa was only for the purpose of studies in the UK I was unable to join. After spending Christmas and the New Year with my relations and friends in London I flew to Venice to join a ship owned by the company that I had my training.  

                                                  Sir John Cass College in London

                                               Photo of Sir John Cass Training ship.

Marine Sextant

With the sextant for determining latitude and the chronometer for longitude, sailors by the 1800s were able to navigate the high seas with great precision.


For millennia, as sailors from the Phoenicians to the Polynesians knew, the heavens remained the best way to find one's north-south position. Increasingly sophisticated devices were designed over the centuries to measure the height of the sun and stars over the horizon. The gnomon or sun-shadow disk operated like a sundial, enabling the user to determine his latitude by the length of the sun's shadow cast on a disk floating level in water. The Arabian Kamal was a rectangular plate that one moved closer or farther from one's face until the distance between the North star and the horizon exactly corresponded to the plate's upper and lower edges. The distance the plate lay away from the face—measured by a string tied to the center of the plate and held at the other end to the tip of the nose—determined the latitude.

In the Middle Ages, sailors relied on the astrolabe, a disc of metal that one held suspended by a small ring. The disc had a scale with degrees and a ruler for measuring the height of an astronomical body. Other medieval mariners preferred the cross-staff, a T-shaped device whose base was held up to the eye. One measured the sun's height by pulling the slid able top of the T toward one's eye until the sun lay at the top and the horizon at the bottom. Since blindness resulted from frequent use, the explorer John Davis invented the back-staff in 1595, which enabled one to get the same measurement with one's back to the sun. The sextant was the most advanced of these devices, allowing users to determine their latitude to within a sea mile or two, even from a swaying deck.

In the years after the sextant was invented in 1731, many held out hope that it would aid in east-west navigation as well—that is, in finding longitude. Sailors could employ the sextant to figure longitude using the lunar-distance method, but with the astronomical tables of the 18th century, the process could take several hours to work out one's position—not remotely good enough for sea travel. In the end, it was the dogged clockmaker, John Harrison, who solved the longitude problem with his chronometers. And today, the precocious step-child of these highly accurate clocks, the Global Positioning System, has finally proved the Roman dramatist Seneca right, when he wrote in the first century:

 There will come an age in the far-off years

When Ocean shall unloose the bonds of things,

When the whole broad earth shall be revealed....

Dead Reckoning

This ancient form of navigation known as dead reckoning begins with a known position, or fix, which is then advanced, mathematically or directly on the chart, by means of recorded heading, speed, and time.

The navigator finds a position by measuring the course and distance they have sailed from some known point. Starting from a port, the navigator measures the distance from that point on a chart. Each day’s end position would be the starting point for the next day’s course and distance-measurement.

The navigator plots his 9am position, indicated by the triangle, and, using his course and speed, estimates his position at 9:30am and 10am.

Without an accurate way to tell time, dead reckoning was notoriously inaccurate in the open ocean, making Columbus’s feats all the more remarkable.

Combating depression in seafareres

Even though we don’t always like to talk about it, depression is a very real condition that can affect the way you live. It can have an impact on your work performance, your mental and physical health, and your relationships.

For seafarers, depression can be especially prevalent, due to the long periods at sea, loneliness, and separation from loved ones. The stigma associated with depression and other mental illnesses is finally fading away, and there is no shame in seeking help. There are a few things you can do to help combat depression on board when outside counseling and guidance are not available.

1. Recognize that it can be difficult to live, work and relax in the same space

Living in close quarters is difficult, no matter who is involved. When you live, work, and relax in that shared space, finding time for yourself can be a challenge. Tempers may flare, frustrations may arise, and small problems can seem like big ones. Take a moment to recognize that what you’re doing is hard; there’s no way around it. Cut yourself a break when you need it.

2. Find healthy outlets for your emotions

As emotions build among crew members on a ship, it’s easy to manifest these feelings in unhealthy ways. Although it can be cathartic, fighting, shouting, throwing objects, and losing your cool isn’t a manageable way to function. Neither is keeping your emotions bottled up inside, which can put a strain on your mental health.  Look for healthy outlets like writing down how you feel or channeling your emotions into exercise.

3. Seek out someone to talk to when you’re onshore

Many ports have resources for seafarers who need someone to talk to.  Seek refuge in these facilities, where you can talk to a minister, counselor, or even a fellow seafarer. At Port Everglades, we offer multi-faith ministry services that can lend an ear to your feelings.  You do not have to be religious to seek the help of ministry services, we counsel and support mariners of all different faiths and backgrounds. Talking out your emotions can be a healthy way of dealing with them, and can better prepare you for the next time you feel low while at sea.

4. Take every opportunity to communicate with friends and family

Time is a precious commodity, so use it well. Regular communication with the ones you love – and who love you – can help keep you in a positive frame of mind. When possible, schedule these conversations ahead of time so you have something to look forward to. Use whatever form of technology is available to you, from a phone call to a video chat or even a simple email. Even a brief conversation can have a lasting positive impact on your emotional state.  

Reposted From Seafarers' House at Port Everglades.org

Ship called at the port of Palermo

The ship called at the port of Palermo. Patrick being a die hard Catholic wanted to visit some old churches and I joined him. One of the churches we visited was the Cathedral of Palermo.

The stay in the port of Palermo was not long but a good one. As it was walking distance to most parts of the main city, every evening Patrick and I went out and enjoyed an Italian cuisine for dinner.

                                                                     Port of Palermo           

                                                                 Cathedral of Palermo

Near collision situation South of Messina Straits

The ship crossed the Suez Canal, and was on the way to Palermo. Just about a day before arrival in Palermo, the ship was approaching Messina Strait. The Strait of Messina is a narrow passage between the eastern tip of Sicily and the western tip of Calabria in the south of Italy. It was a clear day and I was the Officer in Charge of the navigational watch. The time was about 2pm. I saw another ship coming and as per the Radar it should pass around 1.5 n/miles on our Port side (Left side of our own ship).

When the vessel is in transit of this kind of narrow passages, the Captain usually visits the bridge and remains there. The Captain’s presence on the bridge does not relieve the Officer on Watch from his duties, unless he verbally informs the Officer that he is taking over the watch. Therefore, I continued with my work. Our ship was heading in a Northerly course and was around 7 N/ miles South of the strait. The ship ahead of ours was coming down. The distance between the two ships were approximately 5 N/miles. When the other ship got closer, as much as 2 N/miles, there was a sudden movement and the bow of our ship swung and almost head towards the other one. The Captain informed me that he was taking over. He immediately ordered the helm, "Hard over to Starboard” and increased the speed to Emergency Full Ahead. The other ship also altered course away from our ship, but the ships were very close to each other when they finally passed. And, definitely much less than 1 N/Mile. However, a dangerous, and a possible collision was averted due to the timely action by both ships. After so many years have passed I still remember this incident.

The reason for the sudden swinging of our ship could have been due to following:

 ‘The Naruto Whirlpools

The Naruto Straits are where the Seto Inland Sea meets the Kii Channel. These straits are amongst the three most dramatic in the world, standing alongside the Straits of Messina between Sicily and the Italian Peninsula, and the Seymour Narrows of Vancouver Island in Canada. The difference in height between tides here can reach up to 1.5m, with the currents moving at 15 to 20km/h. This generates whirlpools ranging up to 20m in diameter. You won't want to miss these wonders of nature - some of the largest in the world! The best time to see them is one and a half hours around the high or low tides. Prime viewing season is during tides in spring and autumn.’

The above is taken from a report about these unusual and dangerous situations at sea.

Have any of you encountered such situations? Please comment.

                                                                 Photo of a Whirlpool

Patrick came looking for me.

When I returned after lunch, I saw Patrick was who was ashore, and was standing at the entrance to the club. He had come to know from the agents that I was there, and was looking for me. When I told him how I spent the night, he was happy to hear that I had a good time at the party. He then invited me to join him for dinner that day. Although I accepted his invitation, I had to change plans, as I received a message from Ritchie, stating the following:

"Come home around 7.00 p.m. Sangeetha wanted to meet you and we are also planning to go to Holiday Inn, at Juhu, for the Saturday night Disco. Please note the dress code - SMART CASUAL."

It was good news to me, and I accepted the invitation. Patrick understood my situation. As planned, I went to Ritchie’s house and, from there went to pick up, Sangeetha. When we got there, I found she was elegantly dressed for the evening. One thing I observed in her was that she did not take any alcoholic drinks. It was another late night but I enjoyed myself thoroughly. The following day, as arranged by Ritchie, I went on board an Indian ship and met with the Radio Officer. He was Ritchie's friend. The Radio Officer helped me to contact my ship on VHF, and I spoke with the Captain and requested for an extension for one more day’s shore leave. He said "You seem to be having a very good time." There was no doubt about that! He was good enough to grant me the extension. After spending three days ashore I went back to the ship. A day after that, the ship was shifted back to berth.

Thereafter, during the next few days, every evening I went out and met with Sangeetha. Coming to Mumbai city from Bandra every day was not possible. Therefore, we patronized restaurants in Linking Road, Santa Cruz, and in Andheri West. The Gazebo Restaurant in Linking Road was one place I really liked. She was great company. When I met her the day before we left Mumbai, she told me to keep in contact, because she could come and see me anywhere in the world. Working for an Air Line, that is one great privilege, I thought! 

 The ship sailed from Mumbai and was bound for Palermo, In Sicily. 

Photos of Juhu beach in Mumbai

                                                   Photo of Holiday Inn hotel in Juhu, Mumbai

I always enjoyed my stay in Mumbai

I was bored after my good friend Paul, left the ship. This is life after all. I thought it was necessary that I must try and move on. On board ships we work and live like a family. There are times we have arguments and fights but until the time is up for one to sign off and proceed on leave, we have to bear the struggles and continue. At times, we have to sail with multinational crew members who belong to different cultures, faith, and lifestyles. However, the common language on board, always, has been English. So far, I have been lucky because my superiors have been either the British or Indians. I was very fortunate to get training under them.

There was a hold up in loading the cargo, due to a long delay in supplying cargo to the ship. Indira dock is very busy place, just like all the other berths in the port of Mumbai. The port had decided to shift the ship to the inner anchorage until the cargo was ready for loading. It made things worse for me. However, it was not for long! The day the ship was shifted to anchorage, in the afternoon I got a call on VHF, and it was my former colleague and pal; Ritchie Rodriguez. He was on leave at that time. Ritchie was calling from another ship docked in Mumbai, and the purpose was to invite me to his birthday party which was on the following day. I was so excited after receiving the invitation, that I decided to ask for permission from the Captain to go ashore. It was granted. I asked the Captain if I could stay ashore for two nights. He said, I could but since I am not an Indian, he wanted
the agents to take care of me when I was ashore. After speaking with the agents, Captain asked what I was going to do ashore for two days? I, then, explained to him about Ritchie’s birthday and, a short break after that, to see some my friends. I was glad; permission was granted. I, immediately got some clothes ready stay to ashore, and left the following morning. As soon as I came to the Ballard Pier, the agent was waiting and took me straight to the Merchant Navy club in Mumbai, and got myself a room. As it was a personal matter, the charges were not to the company account, and I had to pay all the bills. The charges were very nominal. After, placing my little bag in the room, I called Ritchie and informed him that I was ashore.

That evening I went for the party, and it was a fantastic one. It was held at the Radio Club, with a live band in attendance who provided good music that went along with the multitude of food and drinks that were available. I met his girlfriend and a few other flight attendants working for Air India. Most of the girls had their boyfriends with them. I heard that they were talking of one of their colleagues who had arrived in Mumbai just that morning. She had been working in the Australian sector for about three weeks.

I was not bored or lonely at all. The person whom the friends were talking about arrived and I was introduced to her. She was Sangeetha. My immediate observation was she was very proud and stiff. I had anyway made up my mind to have a good time and leave the place by midnight. The party was setting to go on until the early hours of the following morning. At one time I found that Sangeetha and I were the only people seated at that table. She then came around and started talking with me. She was a very beautiful girl.

She told me that she was from Simla and it was not possible to travel whenever she was on short breaks because of the distance. Her parents and one brother were living there. The other brother was a Civil Engineer working and living in Delhi with his family. We exchanged pleasantries and after a few minutes or so, joined the others on the dance floor. Although I planned to leave around mid-night, it did not happen. I left the place with Sangeetha and got into a taxi. First I took her to the boarding house in Bandra, and I went back to the Merchant Navy Club. It was around 4.00 a.m. when I reached.  

On the following day, I did not go out anywhere in the morning. By about 12 noon, I was very  hungry and decided to have a good Goan meal at the famous City Kitchen, in Fort Bombay.

Photo of section of Mumbai port- Gate way to India and the Taj Mahal Hotel

                                                    Photo of the Radio Club in Mumbai

                          

                         

                         

                                                           Photos of City Kitchen