Are you tired of your dead end job, or worse yet, no job? Sick of whiny ass niggers, SJWs, and Millennials threatening you with unemployment if you say the slightest thing out of turn? Tired of being told you have to apologize for being white? Then I have just the career for you. Grab your sea bag, it's time to haul away Joe.
I've spoken in a few threads about this career before and have gotten a lot of interest and questions from it, so I wanted to create a thread about the most based profession I have ever had the experience of being a part of: the men (and women, though thank God not a lot of them) of the Merchant Marine.
I'll be posting a few general information posts in the thread, and then I'll move on to answer questions from anyone if anyone is interested. If not, just let the thread slide.
Stay tuned, dump incoming over the course of the next ten minutes or so.
For starters, I'll get a few misconceptions out of the way. The United States Merchant Marine comprises all of the privately owned merchant vessels operating under the US flag. This means that they must conform to American Bureau of Shipping standards for the ship classes themselves and must be crewed by US mariners, necessitating citizenship in most cases. The law that essentially allows the US Merchant Marine to exist in a world where unprofessional Filipinos and Chinamen will do the job for slave wages is the Jones Act. This law requires that any vessel engaged in commercial trade stopping directly between two US ports MUST be a US flagged vessel. Today, most vessels are flagged either in Panama or Liberia, termed "flags of convenience." This is because these nations do not really enforce standards of safety, protocol, or hygiene aboard their vessels, even though by international treaty, all nations in theory have the same standards (more on this later.)
We are not a member of the Navy, though we can be called upon during times of war to deliver personnel and materiel. Most recently, this happened at a large scale during the Iraq War.
The US Merchant Marine operates under the US Maritime Administration. At least, these are the ones responsible for training US licensed officers. They in turn report to the Secretary of Transportation. Obviously, the US Coast Guard are the ones in charge of nearly every aspect of the merchant service, from vessel inspections and licensing to fines and criminal trials and inquiries.
Samuel Reyes
In the past, ships had crews easily in the dozens. Your average break bulk (more on a few ship types later) had a crew of anywhere between 40-60. Today, with the decline of manufacturing and increases in automation, it is rare to find a crew larger than 20. Many supertankers you see across the world can be crewed with as few as 16. MSC (Military Sealift Command) vessels, which act as tenders to the US Navy, usually operate larger crews due to the nature of their work, in the 30s-40s.
A ship's crew can be broken down by a few classifications. At its most basic, a crew consists of the deck department (in charge of navigation, cargo, and safety) and the engineering department (in charge of maintaining the various equipment aboard ship). Furthermore, you have your licensed and unlicensed personnel. Licensed personnel are those carrying a US Merchant Mariner's Credential. These are your officers. For the deck department, they are the Master (captain), first mate (usually in charge of cargo operations), second mate (in charge of navigation), and third mate (in charge of safety). The engineering department is similar, with a chief engineer, and first, second, and third assistant engineers.
In addition to these, you have unlicensed personnel, the "enlisted" men. For the deck side, one starts out as an ordinary seaman (OS), someone with less than one year of sea time. After one year of sea time, they may earn their AB's ticket (able seaman) and are endorsed as a "watch stander." This means they may stand a navigation watch instead of a regular 8 hour shift.
Alexander Cooper
In the past, ships required huge crews not only because there was less automation, but because they were much, much cheaper to hire. Today, an average US merchant officer makes about $10,000 for every month spent on the job. This has resulted in companies drastically reducing the sizes of their crews to remain competitive. This poses a problem. In the past, it was unheard of to have less than 3 people on the bridge at any time. Today, there is often only one, the mate on watch. This poses a problem with the rules and regulations the maritime industry must abide by.
Many of the regulations passed down to the US Merchant Marine are a result of the International Maritime Organization, a subsidiary of the United Nations. I won't get into the various treaties, but all you need to know is the IMO is responsible for something called the STCW (Standards of Training, Certification, and Watchkeeping for Seafarers). This is a set of skills and knowledge that, in theory, EVERY mariner engaged in commerce throughout the world must know. However, the IMO left it up to respective countries to determine how to abide by these STCW requirements. Many countries (like China) barely conform to them, whereas the US Coast Guard takes its job very seriously. This leads to US mariners being some of the most professional and qualified in the world, with the accompanying price tag.
Christopher Clark
Now, to the bread and butter of it all. The life of a mariner isn't the same as it once was. In the past, one became an officer simply by accruing sea time and experience. This was called "hawsepiping" your license. Today, many of these old-timers are on their way out. Conforming to STCW requirements has essentially made it so that anyone wishing to earn an officer's credential must earn it through one of the 7 maritime academies located in the United States. These are: The Merchant Marine Academy (operated by the US government) California Maritime Academy Massachusetts Maritime Academy Maine Maritime Academy Texas A&M Maritime Academy State University of New York Maritime Academy Great Lakes Maritime Academy
Of these, only one, the Great Lakes Maritime Academy, grants graduates not only a license for third mate or engineer of unlimited tonnage or horsepower on the oceans, but also the accompanying credential for operating on the Great Lakes.
Attending these academies takes between 3-4 years, depending on whether or not you hold a previous degree. It is well worth it. Even if you must take loans, you'll likely have them paid off soon as this industry is very lucrative, even for a 3rd mate or engineer.
Austin Foster
Now, what exactly is it that makes this industry "red pilled?" Well for starters, the vast majority of mariners you'll encounter are white, straight males. Women have begun making an appearance in the maritime industry in the past few decades, but over 94% of the industry is still male. Make no mistake: there is no romance to this job. If you dream of visiting faraway ports, seducing exotic women, and coming home with tales of plunder and conquest, think again. While you may certainly experience those things, the reality is you are there to do a job: move cargo as quickly and efficiently as possible. You will get dirty. You will be running on very few hours of sleep at all times. And when you're in port, chances are you'll be so busy busting your ass for the next 8 hours that you'll have very little time to do much sightseeing. In the past, ships often spent a few days or more loading and unloading cargo prior to the advent of containerization for ships. Today, the average turnaround time for an oceans vessel is about 24 hours or less. On the Great Lakes, it is much less, often averaging only 8-12. Some of the more skilled Lake skippers will actually swing their unloading boom onto the dock as they're coming in so as to begin unloading immediately.
In summary, it is a good job. You're very removed from the world. For some this is a good thing, for others it is not. It can be lonely. If you're the type who gets suspicious of your lover when you're not around, rethink this. Regardless of what capacity your work in, you'll likely be gone from friends and family for months on end.
"And the sea will grant each man new hope, as his sleep brings dreams of home." Christopher Columbus.
I'll be happy to answer any questions you may have, and I'll be posting a bit about different ship types if anyone is interested.
Julian Fisher
Have a bump while I'm trying to come up with a good question.
Hunter Wood
How fast do those ocean ships travel? How much time would it take to go from, for example, NY to Cape Town and back? Do all missions go back and forth, or you can be routed through several different ports during your mission?
Jaxson Cruz
My dads a merchant marine, hes been doing it for 35 years, he was a polish immigrant that legally immigrated to the states and works for Matson.
that said, merchant marine crews arent as white as youre protraying. Its 50% white, 50% other judging by the pictures he sends me.
also, merchant marine is lucrative as fuck. his income is $4500 every 2 weeks post tax, so he works 4 months 1 year, 8 months the next year, and so on. prety comfy life, but when youre working youre really working, every day until port and then even at port. The pros are, of course, you get to see the world, taste some sluts at the 7 floors of whores in singapore, etc. etc. I recomend this career, but its hard on families
Carter Rivera
An ocean going vessel doing sea speed (their most efficient speed) will probably take about a week or two to travel from New York to Cape Town. And no, most vessels travel to several ports in sort of a random pattern. It depends what they're hauling and who's chartering it
Adam Thompson
Depends on where you work. On the Great Lakes, 98% of everyone out here is a white male. On ocean going vessels you get slightly more international crews, especially with MSC. Does your dad do work with MSC? Because I know MSC hires a lot of Flips and Asians.
Jack Bell
Just noticed those digits, and that you said he works for Matson. Yeah, like I said, you get pretty international crews on ocean going vessels. I didn't mean to make it sound like I hate all non-whites or something, or that being with a bunch of white people is so amazing or something. Pretty much all crews you ship with will be cool guys, regardless of their skin color or nationality. Seafarers are very much removed from modern identity politics and PC culture. Very down to earth people. You'll get assholes every now and then as can be expected, but in general everyone gets along. You have to, after all. They're your only company for months on end.
Austin Diaz
how old is too old to start?
Wyatt Robinson
You're never too old, friend. Most guys retire around 60-65 (kinda pressured by the company to as well, so the younger guys have a chance to move up).
When I went to the Academy, I had a guy in my class who was 48 years old and had been a grocer his whole life. Turned out to be a really great engineer. You've only got so many years on this planet, don't let anyone say it's too late for you to do something.
There is technically nothing prohibiting a merchant vessel from carrying defensive weaponry. However, in practice, nobody does this because nations are weary to let foreign ships enter their home waters carrying weapons. It hasn't been done in a large scale since WWII and maybe a few ships in Vietnam. However, the Soviets were notorious for arming their merchant vessels with naval weaponry and disguising it, so they could be used as commerce raiders immediately if war broke out. There is also one notable exception. Ships that carry enriched uranium fuel and nuclear waste are armed with cannons and escorted at all times by a naval vessel.
However, you are also allowed to have private military contractors on board. These days, for vessels operating off the Horn of Africa or the Straits of Sumatra, it isn't uncommon to have mercs on board armed with small arms. Importing these to ports is tricky, however, so they usually ditch them in the ocean and then buy new ones through their contractor before shipping out again.
It doesn't happen for every ship but every now and then they do it. I've never personally been on a ship with a merc, though.
Justin Rogers
How easy is it to get into as an unlicensed person?
Evan Wilson
fuck checked, that sucks.
William King
I'm a working photographer for a couple of companies and nightclubs and I'm starting to get sick of my life. Only get paid $1,400 cash a week and the lifestyle of work functions, drinking, drugs, women, it's just getting too much.
Been thinking of getting into the armed forces say in the Air Force reserves while I plan out the next step of my life.
Navy was an option too, but I get sea sick so that's not really smart.
Isaac Jenkins
Not really sure. Like I said, I went through the academy, so I was never an OS or AB. I do know that it is heavily unionized. I don't think it is all that hard to get aboard a ship as an OS, but just understand you'll be hopping around from ship to ship looking for work for a long time until you've earned enough seniority in your union to demand a permanent position. Being a relief isn't so bad, but sometimes it's just a real pain in the ass when you found a ship and a crew you really like, only to have your ass kicked to the curb when some dickhead from the Gulf who got laid off because oil prices took a hit came up and took your job. Unions suck ass, but we have to deal with them, officers and unlicensed alike. Ultimately, if it weren't for the unions lobbying to keep the Jones Act in place, we probably wouldn't have a merchant marine. Senator McCain has been trying for years to get the Jones Act repealed. Fuck that greedy neo-con kike.
Kayden Ward
A lot of people get sea sick to begin with, I think almost everyone works through it eventually. But as you're talking about the navy and not the merchant service I can't really tell you what life would be like. I'm assuming it's like the merchant service but with a lot less privacy and a lot shittier food.
Colton Reyes
Pretty cool
Joshua Diaz
What if I get motion sickness? Can I still get into an academy/do my job?
Blake Perry
I looked into it before but I was wondering about the schooling. I already have a degree (BS in Journalism) and was wondering what the academies are like, costs, etc...
I need to look into it again..
Adrian Powell
It's nautical yid bro again Good to see you again Too bad I'm not American tough Def looks interdaeting
Dominic Cooper
Not sure about how much of this applies to Brazil but that was very interesting. I often think about joining that kind of career since I love the sea. Thanks for the neat thread, OP.
Ethan Adams
If you pass the physical you should be able to get in no problem. I've never had problems with motion sickness, sea sickness, jet lag, etc. so I don't know if it is debilitating enough to make you incapable of performing your duties. The Federal Academy is very uptight and regimented. The guys who come out of there are moto as fuck. The rest are alright. Texas A&M sucks complete ass. Their training ship is a piece of shit and as a result they send their cadets to all the other academies to use their ships instead of their own. You live a semi-regimented life at most of the academies. You're required to usually live in their residences and wear a uniform and shit. The Great Lakes Maritime Academy is much more laid back. You can live off campus, they're relaxed as fuck about dress code, and you don't have to do exercise together or shit like that. Also, since GLMA is smaller than all the others, on the training cruise you get much more hands on experience in the wheelhouse than the other academies. It also costs much less. Probably $80,000 for 4 years at GLMA, about $120,000 and up for anywhere else.
Not to mention you get your Lakes pilotage as well. Which, even if you don't want to work the Great Lakes, it means you require less trips to earn your pilotage for any US waters. Meaning it is much easier to become a harbor pilot, and harbor pilots make a shitload of money (like $250,000).
Daniel Cooper
No time to smash foreign pussy on shore? Fuck that.
Joseph Watson
Germany has a merchant fleet too, I believe. I'm not sure how large it is but I bet you guys have a maritime academy for stuff like this. I know the Brits do, they have a very professional merchant service. I've met quite a few Brazilians in my time. Portuguese guys too, but they tend to be fishermen more than anything.
Lincoln Powell
There is, just not as much as there used to be. Trust me, there would be massive strikes and outcry if sailors couldn't get pussy, booze, and tobacco the second they hit port. On the Lakes you don't have as much time for it, but if you're working the oceans and stop in, for example, Thailand, if you don't have anything to do for that trip and the skipper says it's alright he'll usually give most of the guys shore leave to go get hammered and fuck things up.
Just remember, for God's sake, do not come back drunk if it is your watch when you get back. And make sure you come back. The ship will wait for absolutely no one. If your dumbass misses the scheduled departure time because you were out banging a ladyboy, you'd better learn some Thai because your ass is stuck there.
Also, ocean ships every now and then have to layup in dry dock, usually someplace in Asia, for like a month or so. The crews are usually still paid for this time and are basically allowed to live ashore for a few weeks while the ship is repainted or whatever. Doesn't happen often but it happens.
Jayden Thomas
pity that our merchant marine was ended after ww2
are Canadians uncommon in your line of work?
Jonathan Brown
That just went right over your head, didn't it?
Austin Ramirez
Oh of course not. I've mostly worked on the Lakes. There's tons of Canadian boats out on the Great Lakes. The US side transports most of the coal and taconite oar, Canadian boats mostly transport grain and some chemical cargoes.
Fuck the Canadians though. Those dickheads can't drive for shit. Sometimes I think they just like fucking with us. And every now and then you get one of those French Canadian assholes on watch. God help you if you're passing a boat with a French Canadian in the pilothouse and you have to radio him to tell him something. It sounds like they're talking with a mouth full of cock. HON HON HON
But seriously user, if you wanted to work on a Canadian boat on the Great Lakes it isn't hard at all. They're good guys for the most part
Benjamin Bennett
When I was in the navy I hitched a ride on the Alan Shepard. The crew were pretty cool dudes and the living accommodations were 10 times better than the on the carrier I was heading towards.
Michael Fisher
CMA grad here Started with Marine Engineering Technology major. Got to know some of the old timers in faculty/instructor staff and realized how hard the life would be as OP described so much of above. Switched to Facilities Engineering and went in to power plants. Still got to play with big machinery, boilers, turbines, etc but get to go home and see family every night. Still make decent living since graduation. > win
Oliver Fisher
Nice write-up by the way, OP. You pretty much captured all of it.
Zachary Turner
Nothing wrong with that, man. A lot of people don't like the distance from home and everything. It's not a bad gig for a young guy without much in the way of family, but once you've got a serious girlfriend back home or a wife and kid, it's better to look for employment closer to home. Engineers have plenty of options for that, for deck side basically the only two choices you have for "shore side" employment would be harbor pilots or tug mates.
Jackson Jackson
I'm about to start a 4 year apprenticeship for commercial air conditiioning and refrigeration will that help in anyway? Also will they bust you for smoking ganja?
Nicholas Jackson
Yeah just sail off into the distance and don't make white babies. That's what they want.
You know you just want to be a pirate. We all just want to get on a ship together, party and fuck shit up. That's badass and all, but not viable in today's times. Too much regulation out at sea, and I think they got the whole sinking ships thing down.
Why don't we instead all pool our money and instead of buying a boat, take the Varg-pill. Buy some parcels of land out in bumfuck nowhere and have our own opt-out compound. Some of us can work in town for money for guns and ammo (or bring your currently owned ones) and we can just train in survivalism all day and be absolute fucking badasses. Maybe even have one of us get an FFL so we can sell guns for revenue and get cool full auto shit.
Proximity to a town/city also means there will be wenches nearby. Look how easily women join cults, we could easily sway some sluts to join us and become traditional qt waifus.
This is the ultimate form of living, literally saying fuck this gay system we're going back to tribalism. Hopefully you're at the point where you realize that's the ultimate solution, and hopefully we can get more to follow.
Julian Wood
Yeah I hear you on the limitations of the deck side. A good friend of mine I graduated with was deck and has been working oil drilling ships for 12 years now. He just passed the test for his master's license and he has all of those special certs for drilling/dynamic positioning etc., and he makes damn good $$$. Problem is that now he is so specialized he is stuck on drilling ships. He wants to work close to home (has 2 small kids), but he would have to work tugs or some shit and make 1/2 his current salary. Plus his wife is a spending addict that blows all of his $$$ while he is at sea. Now he's asking me if there is a way he could somehow do shoreside like I do, and I'm like "fuck man, your kinda stuck"
Jackson Thomas
Not sure. I'm sure on a reefer (refrigerated cargo ship) they'd have use for you. Not a lot of dedicated reefers around anymore but most container ships have refrigerated containers.
As for the weed, in the US, the answer is a very strict no. I'm not sure what the regulations are in Australia, but under US federal law marijuana is illegal, and mariners are subject to random drug tests. It is against US law and most company policy to fail a drug test. Doing so will result in the immediate revocation of your license, possibly permanently.
And there really is a reason for it, too. It's the same reason most companies don't allow alcohol on the ships themselves anymore. By the nature of our work, you can be called upon at any time to perform your duties. It may be an emergency, like flooding or a fire, or it may be because something has come up and you need to work overtime to help navigate the ship or secure cargo. They can't have people high or drunk doing these jobs because it endangers the lives of everyone aboard ship.
Booze is fine for a sailor, as long as you keep it on shore. I would just stay away from pot entirely though. I mean the chances of you being randomly tested might be kinda low, but I wouldn't take the risk. Also, if you're a mate for example, and your ship is involved in any kind of incident, you can be damn sure the Coast Guard or equivalent thereof will be doing blood work on everyone involved. Even if it wasn't your fault and you have a drop of alcohol in your system at the time of the incident, nothing on God's Green Earth can save you from the absolute ass reaming you'll receive from the Coast Guard.
The way an captain of mine put it is this: "Imagine a very nice, vintage, mahogany desk with a beautiful velvet inlay on top. You should imagine yourself bent over that with your pants down and your ass cheeks open wide if you ever have to see that desk in person because that'll give you an idea of what is about to happen to you."
Jaxson Bennett
>Plus his wife is a spending addict that blows all of his $$$ while he is at sea.
Oh god, it's that way with all of them. I always love coming home during winter layup on the Lakes to see a $3,000 credit card bill for expensive designer shoes and clothes and fancy French wine and shit. I'd probably be living in a mansion if I didn't have an expensive piece of ass back home to maintain
Eli Reyes
Salty Seaman, shut up. you're supposed to be dad posting on the fatherland right now. jesus.
