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What is Sea Time and How to Get it

Kerrie Clos August 10, 2018 Able Seaman AB Training Course , Course Assistance , Mariner Resources , Maritime Employment , News Leave a Comment

Work Your Way Up with Sea Time and AB Classes

Chalking up “sea time” is key to working your way up through the chain of command as a merchant mariner. Passing tests for the next rung of the ladder is the other piece needed, and that’s what we can help with here at the Northwest Maritime Academy.

The NWMA offers Able Bodied Seaman (or known simply as AB) classes every month at its La Conner location, so keep checking our  courses  link on this website for dates and times.

In the meantime, here is what Capt. Benjamin Garman, administrator of the Northwest Maritime Academy, covered in this week’s NWMA Weekly podcast, Episode 3: Gaining Sea Time. Watch it here on the Northwest Maritime Academy  Facebook page.

By Capt. Benjamin Garman

One of the biggest differences between the merchant marine and working in the rest of the world is that as a mariner you are always building toward your next promotion. As long as you keep on working, you will work your way up the command chain in the merchant marine.

Going from deck hand cleaning the head to the lofty position of ship’s master is possible for anyone with the right motivation and time. Here is how it works:

After you have gotten your Merchant Mariner Credential (MMC) from the United States Coast Guard (USCG) you can start looking to get a job on a ship. Every person who qualifies for a MMC will start with three positions available to them: Ordinary Seaman (OS) is the lowest rank in the deck department; Wiper in the engineering department, and Food Handler (FH) in the stewards department.

Every day you work under one of the above positions on a ship you receive “sea time” and these accumulated days allow you to work your way toward the next promotion in your department. For example, an OS must complete 360 days (one Coast Guard year) of sea time in order to qualify for the ability to upgrade to Able Seaman — and about two and a half times more pay.

Along with getting the sea time  you must also pass the tests required by the position. Since these tests are very difficult and the questions come out of a massive bank, most people opt to take a class in lieu of testing. This is where the Northwest Maritime Academy comes in.

Our monthly classes at our La Conner facility ensure a better outcome and eliminate the stress of testing at the local Coast Guard Regional Exam Center (REC). It is a better use of your time to just go to the class and be guaranteed to pass than to test at the USCG testing site using its random question generator, which can be quite brutal.

Northwest Maritime Academy Offers Monthly AB Courses in La Conner

Our classes offer a better way to learn than trying to study 20 or 30 books and then hoping you get it right at the REC testing site. At the Northwest Maritime Academy the test is done in class and you have the ability to retake it on site without the long wait with the Coast Guard.

Once you take the class and pass you get your completion certificate, which is the equivalent of testing. So, come take your AB course with us when you have the year of sea time or are getting close.

Good luck out there and feel free to give me a call with any more questions on USCG licensing and the merchant marine in general.

For more information call Capt. Ben Garman at (253) 358-2447

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What Is Sea Time?

Sea time is a term that holds a very important part in a seafarer’s professional life .

The word “Sea Time” does not mean the total time spent by a seafarer at sea, but it is the total time spent working on a vessel at sea, which is not standstill and is actively sailing for cargo transportation.

The sea time requirements for seafarers may differ from country to country, depending upon the minimum qualification requirements, which is drawn as per the STCW 2010 guidelines .

Sea Time is actually a document provided by the department head (chief engineer and ship captain) to the seafarer, endorsing that the seafarer has sailed on the ship for a particular period of time.

The details of the ship including name, IMO number, Tonnage, Engine particulars etc. are provided in the document.

The sea time certificate also carries remarks on behaviour and professionalism of the seafarer for the time spent on board.

The document needs to have the ship’s official stamp and master’s signature to prove the authentication.

It is important for the seafarer to collect and keep all the Sea time Certificates as it will be asked for by the company and the examination officer during the Certificate of Competency Exams .

It can be said that the Sea Time certificate is somewhat equivalent to a Service letter that people get on land for their jobs. However, the sea time letter needs to be acquired on each ship before signing off from it, or when the department head is signing off.

Hence, you can have 2-3 sea time certificates from one ship unlike one service letter when someone leaves a conventional ( land) job say after 5 years of service.

Why Is Sea Time Important?

The difference between merchant navy and other jobs is that the ship operations work under a chain of command which will stay the same even if the seafarer changes the shipping company or ships.

Also, as a seafarer you are always planning and working toward your next promotion and a person working on a ship can actually get themselves endorsed as an officer of higher rank by an authorized government body once they pass an exam held for a certificate of competency .

For qualifying for these exams, one needs to fulfil a minimum sea service requirement, whose duration will depend upon the rank you are in and the COC you are applying for.

For shipping companies, they have their own promotion criteria requiring candidates to fulfil provided sea time on a certain position , usually called the “Company’s Matrix System”.

Once the Sea Time is achieved and depending on one’s performance, the company will grant promotion either on the next ship or onboard the same ship, as per the agreement between the company and the seafarer .

If you are working for a single company for a long time, they have the record of the sea time in their official system.

However, if you decide to change your company these sea time certificates will come very handy to prove that you have enough work experience in a certain position.

There are many beginner and advanced courses which need to be done periodically by a seafarer as he/she progresses in the career.

To opt for these courses , you need to have a defined sea experience as per the sea time certificate so that you are eligible to apply for them.

For e.g., the basic STCW courses such as Basic fire fighting etc. need to be done before joining the ship. However, Advance fire fighting can be done when a candidate has a sea time, i.e. the person has been on a ship and has a little experience of onboard systems.

How Sea Time is Calculated?

As soon as the seafarer boards the ship and handover the document which includes COC (for officers) and seafarer identification document, the master will put on the stamp on it with a remark that the person has joined the ship in particular rank or capacity.

Hence, the sea time calculation will be started from the date of stamping. Different countries may have different sea time requirements and calculation processes. For e.g. in the United States, the sea time is calculated in days, which includes all the days the seafarer was onboard ship until the last contract, including the day not worked at all. i.e. till the sign-off.

For India and Australia watchkeeping certificates, the requirement is stated in “Number of Months”. Hence, the Sea Time certificate will carry the time spent on board either in a number of days or number of months, depending upon the nationality of the seafarer or the choice of COC he/she wanted to opt.

If the ship is in drydock or layoff and there are no voyages for a long period, it will still be considered as valid days and included in the sea certificate if the period of dry dock or lay off is less than 2 months. Hence, the Master should issue a sea time certificate for such candidates onboard.

Under Sea time document, a day of work is defined as eight hours of work doing assigned or watchkeeping duties and overtime is not included in that.

Many government states such as USCG and AMSA also specify that if the person is taking 12 hours job onboard a ship in a day, the sea time will be calculated as 1 day + one-half day of service credit.

The general practice on a ship is to specify the sea service time in months or years, and later on, convert it into days if required.

For ease of understanding, one year of sea time is considered as 360 days and One month of sea time is considered as 30 days.

Things Included in Sea Time Certificate:

Every company may have its own template to provide sea time certificate to the seafarer. The document may be in a type of form or supported by the original discharge documents from the company.

However, the content in the certificate should include some basic details which must be present in all sea time certificates. That information that can be found in a sea service certificate is as follows:

• Name and official number of the ship
• Date of service i.e. from sign in to sign off
• Total number of days worked on a ship
• Gross tonnage of the Ship
• Engine Type and Specification including Horsepower

• If the ship is sailing in coastal and inland route, specify the number of days sailed in coastal, inland or river waterways.
• The average number of hours worked per day
• Description of duties performed onboard
• Brief Specification of Watchkeeping duties
• Professional behaviour onboard ship

Different Sea Time Requirements on Ship?

Collecting the Sea time with sea time certificate is one side of the coin to make your way up in the hierarchy chain of the ship , the other side is clearing the competitive exams by qualifying it using your sea time certificates.

Sea time certificate allows a deck rating such as ordinary seaman to gain experience day by day and sit for an exam to work your way towards becoming a shipmaster with studies and hard work.

For an ordinary seaman to become a certified officer of a foreign going vessel, he needs to complete 36 months of sea time or in some case 24 months if he/she has undergone a structured shipboard training program and TRB.

Similarly, a cadet who has undergone a DNS course will need to have 18 months of sea time and a cadet who has a BSc Nautical degree will be needing 12 months of sea service to have a 2nd Mate FG certificate.

If 2nd mate wants to get a Certificate of Competency of chief mate, 18 months of additional sea service will be needed to be qualified for the exam.

For a chief officer to become a Master the seafarer needs to have an approved record of 36 months of seagoing service with at least 12 months in the position of the chief officer.

The above requirement is for Indian COC for a foreign going ship of 500GT.

Similarly, for an engine room cadet , he/she needs to have 6 months of sea service to be eligible to give exam of a 4th engineer officer in a foreign going ship with 750KW main propulsion engine.

Once the 4th engineer does a sea service of 12 months, he/she is eligible to give COC examination for Class II officer engineer or 2nd engineer.

For a 2nd engineer officer to become a Chief Engineer of the ship, he/she needs to have an approved record of 36 months of seagoing service with at least 12 months in the position of 2nd Engineer officer on ships powered by main propulsion machinery of 3000 kW propulsion power or more.

You may also like to read – What is the Difference between Lay days and Lay time?

Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk.

In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this website.

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BE THE FIRST TO COMMENT

Is the date of joining and date signed off counts in calculating sea time?

What about sea time of FSRU since it is moored to one terminal?

It will be counted as a coastal vessel and not an FG vessel

HOW THEY CALCULATE SEATIME LIKE I NEED 18 MONTHS SEATIME SO IT WILL BE 18X30 DAYS ?

@Nischay: The Seatime will be calculated according to the propelling days of the ship.

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Welcome to the Onboard Maritime sea time calculator.

Enter your ship details, the date of joining and leaving in the boxes below to calculate the length of your time at sea. You can add multiple voyages to obtain your total sea time.

Sea time is calculated using the same methods required by the UK Maritime and Coastguard Agency. At Onboard Maritime we offer the full range of MCA oral and written preparation courses.

Be one step ahead with your studies! You can start one of our oral preparation courses prior to completing your sea time.

Enquire now, contact [email protected] or view our full range of courses at www.onboardmaritime.com

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Vessel Name	Date Sign-on	Date Sign-off	Months	Days

Seatime Calculator

Seatime Calculator is a tool used in the maritime industry to calculate the amount of sea service or sea time that a seafarer has accrued. Sea time refers to the time spent working at sea on a vessel 🚢

Enter your ship details, the Date of Sign-On and Sign Off Dates in the Boxes below to calculate the length of your time at sea. You can add multiple voyages to obtain your total sea time.

Vessel Name	Sign On Date	Sign Off Date	Result	Total Sea Service
Total:

This calculation is important for various reasons, such as determining eligibility for certain certifications, promotions, or benefits in the maritime sector. The calculator typically takes into account factors like the duration of the sea service, the type of vessel, and any breaks in service.

Please Note: There may be some mismatch of +/- some days in calculating your Sea time because of different techniques used by Shipping Regulatory bodies of different countries. It’s recommended to Keep in hand +10 days from the Required Sea time for particular Exam, Course.

References:

• Sea Time Requirement for DNS Deck Cadets leading to B.Sc Nautical Science – DG Shipping India
• Calculate sea service for an international certificate – Australian Maritime Safety Agency
• Sea time Calculation Relating to USCG
• UK Certificate of Competency Requirements Guide

Type above and press Enter to search. Press Esc to cancel.

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Captain’s Licenses: General Sea Service Boating Experience

Qualifying sea service: what counts and what doesn't.

Is documentation of sea time required for a captain’s license?  

To qualify for a captain’s license, the Coast Guard requires that you have a minimum number of days experience on the water. The total number of days required depends on the license you wish to earn. 

The Coast Guard requires that you have at least 360 days on the water since you were 16 years old. 90 of those days need to be in the last three years, this is referred to as recency. One day counts as a minimum of 4 hours on the water. You cannot have more than one day within a 24-hour time period.  

(VIDEO) SEA TIME REQUIREMENTS AND DOCUMENTATION

What counts as sea service?  

Sea service is a measure of a mariner’s lifetime experience on boats, whether recreational, commercial, or military. It may be counted from the day a mariner turns age 16 and accumulates over his or her lifetime. 

A day of sea service is any day that a mariner served upon a vessel in an assigned position in either the deck or engineering department of a vessel (not a passenger). The position may include duties such as: handling lines, being a lookout, steering the boat, and other navigational or propulsion functions. 

Sea service never expires and may be reused when applying for new endorsements. It is the mariner’s responsibility to keep copies of all sea service records. 

How many hours is a day of sea service time?   

One day of sea time is eight hours on the water. However, in many cases, the National Maritime Center (NMC) will accept a day as being just four hours when applying for an OUPV/Six-Pack or a 25, 50, or 100 Ton Masters license.  

A single calendar day can only be counted once, so if you spent eight hours on your boat and on the same calendar day went out for another eight hours on your friend’s boat, it would still count as just one day. A day can never be counted twice whether the day was spent on your boat or any combination of other boats. 

For the purposes of defining sea service requirements, the Coast Guard considers 1 month as 30 days, and 1 year as 12 months (or 360 days). 

What size vessels can I claim experience on for my captain’s license?  

You need time on a vessel with at least a 5-horsepower engine and NO greater than 200 GRT.  

How can I prove my boating experience for a captain’s license?  

Remember that you must complete a separate Small Vessel Sea Service Form for each vessel you served aboard. 

If you are the owner of a vessel on which you are claiming service, you must also submit proof of ownership for that vessel. Acceptable proof of ownership may include: 

• Title 
• Registration (state registered vessels) 
• Certificate of Documentation (U.S. Coast Guard registered vessels) 
• Proof of insurance (which clearly identifies the vessel) 
• Bill(s) of sale 

If you are signing as the owner of a corporation that owns the vessel, you must include a copy of proof of ownership of the company, such as a copy of the articles of incorporation. (See 46 CFR 10.232.) 

Photographs or imagery of vessels are not acceptable as proof of ownership. If you are not the owner of the vessel, someone with knowledge of your service must attest to its accuracy and validity in the proper location on the form by signing it and completing the associated required information. 

To document service on any vessel of over 200 GRT:  Applicants may submit any of the following documents signed by an appropriate official, an individual holding an officer endorsement, an owner or an employer who is not the applicant seeking the credit (see 46 CFR 10.232): 

• Certificates of discharge 
• Letters on official letterhead indicating the vessel details, dates of service, waters of service, and position(s) served in 
• Other official documents such as service logs or discharge books from marine companies 

How do I provide proof of ownership when signing off on my own time?   

If you’re submitting sea service forms to claim time on your own vessel or vessels, you’ll be required to demonstrate that you did in fact own the boat you wish to claim time on. This can be accomplished simply by providing records of your boat registration, vessel documentation, insurance card, or a sales receipt. 

What if my sea time was on my friend’s/family’s boat?   

If your time was aboard someone else’s boat, you must provide a sea service form signed by the owner of the boat you intend to claim time on. 

What if my sea time was on my employer’s boat?  

If your time was aboard your company’s boat, they will need to sign off on your time on a company letter head.  

How do I document sea time if the owner of the boat is deceased?  

If your time was aboard someone else’s boat and that owner is deceased, you will NOT be allowed to claim time since that person cannot verify on your behalf. 

Can you count military sea service time towards a captain’s license?   

To be considered qualified time, the time must have been served in a capacity relevant to the type of license you are applying for. You may provide satisfactory evidence of U.S. military service in the form of an official transcript of military sea service, certified history of assignments, or certified statement of creditable sea service. A DD 214 on its own is not generally enough evidence of sea service time. 

I worked as a crew member onboard a cruise ship, does that time count?   

Time aboard a cruise ship would not count toward the OUPV/6-Pack or 25/50 or 100 Ton Masters Level license.  

How can I get time upon the water if I have none?  

You can gain the required minimum days on the water by working as a crew member/deck hand, going out on friends or family member’s boats, or owning your own boat. You can also join your local boating club.  

Look over this  video  on documenting sea service time. 

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What is Sea Service verification?

When progressing your yachting career – whether it be obtaining a Notice of Eligibility (NoE), revalidating a Certificate of Competency (CoC) or moving to a more senior position on board, you need to be able to show an accurate and VERIFIED record of your time at sea. Having testimonials verified by PYA will avoid significant delays in issuing an MCA Notice of Eligibility (NoE).

The PYA is authorised by the MCA and by Transport Malta, to verify yacht sea service and has been doing it for the MCA since 1994 - no other organisation has this track record.

Get your Sea Service verified

To get your sea service verified, become a Full member of the PYA.

You will get our Digital Service Record Book (D-SRB) , and we will process as many yacht sea service testimonials and certificates as you wish. To know more about the benefits, click here.

Setting up your member's area

After registering, you need to upload the following documents to your member’s area:

a passport-size photo* - head shots only (.jpg format)

a certified copy of your passport* or identity card* (.pdf format)

certified copies of your certificates (optional)

sea service testimonials *

How does it work?

When you upload new documents to your profile, your file goes into the queue for verification.When your file is processed by the Sea Service team, your paperwork is checked for any inconsistencies, missing info, or errors ( read our guidelines to avoid these issues ). If your testimonials are duly filled and signed, the verification emails are sent to the signatory.

N.B .: If the testimonials submitted are illegible, email addresses and names of signatories are missing, signatures are missing, dates are missing, dates overlap, etc., then we must contact you while your file goes into pending until all queries are resolved. Read our guidelines to avoid these issues .

After we've received replies for all the testimonials (unless you tell us to proceed without some), they are submitted to an SRB Officer for final review and approval. Sometimes the information is rejected by the SRB Officer as new queries come up.

N.B. : We are unable to keep track of unverified testimonials. Signatories generally reply within a few days, if more days pass, please check with the signatories and with us. Testimonials for which we have received replies will have a green 'tick' next to them.Once everything has been approved by the SRB officer, your testimonials will appear as  VERIFIED  on your online profile and your D-SRB will be generated. You will receive a notification email that your D-SRB is ready for download. For non-members : you won’t receive a D-SRB but digitally signed testimonials which need to be downloaded and emailed to the MCA as you would with the D-SRB. You will receive a notification email when your testimonials are ready for download.

The verification process can take up to 25 working days depending on the quality of your documents, the response of the signatories, and our workload.

Free with Full Membership

€50 (minimum 2)

For non-members

Sea Service Verification

The pya is authorised by the uk maritime coastguard agency (mca) and by transport malta to verify yacht sea service testimonials for all yacht crew worldwide., discover our plans to get access to all the services we provide..

CAPTAIN'S LICENSE

We recommend that you get the best license you qualify for!

WHY GET A CAPTAIN'S LICENSE ?

• Why get a Captain's License?
• What License Should I Get?
• USCG Operator's License (6-PK)
• USCG Master Inland / Mate Near Coastal License
• USCG Master Near Coastal License
• USCG Qualifications and Application Requirements
• USCG Captain's License Classes

To work as a paid captain or mate

To use your boat for charter

To learn or refresh your skills in navigation, chart plotting, rules of the road, safety & regulations, buoyage systems, basic weather, basic stability, and much more!

To earn a credential that shows your experience and may even reduce insurance costs

To improve your resume if you want to get a job on a bigger boat

WHAT LICENSE SHOULD I GET?

We recommend that you get the best license you qualify for! There are a couple of options depending on your citizenship status and boating experience. The two main captain's licenses issued by the USCG are the Operator (6 pack) and the Master. There is no requirement to start with a 6 pack ® you can go straight to Master! There are several basic differences, the Operator (6 pack) license is for uninspected vessels up to 100 gross tons, up to 100 miles offshore, and the Master is for inspected (vessels carrying 7 or more passengers) or uninspected vessels up to 100 gross tons, up to 200 miles offshore or on inland waters. Your boating experience may limit the tonnage to 25, 50 or 100 gross tons. Inland licenses are also available if you are operating primarily on inland waters. If you do not have enough sea time to get your Master Near Coastal (offshore), you should consider the Master Inland, Mate Near Coastal, and Operator (6pk) Combo. Another option worth considering is the Royal Yachting Association (RYA) Yachtmaster Program, which is valid on foreign flagged yachts up to 200gt.

Uninspected vessels

At least 360 days of boating experience including 90 days offshore. 90 within past 3 years. If you do not have coastwise experience, you can get an inland license. Non U.S. Citizens may be restricted to undocumented vessels with a 5 net ton limit.

USCG MASTER INLAND / MATE NEAR COASTAL

Inspected or Uninspected vessels up to 100gt on Inland Waters:

At least 360 days of boating experience including 90 within the past 3 years. If you have 180 days of offshore experience, you can also get Mate Near Coastal (200 miles) license. If you only have 90 days of offshore time, you can also get OUPV near coastal. If you do not have any nearcoastal sea service, apply for a Master Inland. If all sea time is under 5gt you will get 25gt, If 90 days is over 5gt, you will get 50gt license, If 180 are over 34gt, you will get 100gt license.

USCG MASTER NEAR COASTAL

Inspected or Uninspected vessels up to 100gt on up to 200 miles offshore:

At least 720 days of boating experience including 360 days offshore and 90 within past 3 years. If all sea time is under 5gt you will get 25gt license. If 180 days is over 5gt, you will get 50gt license. If 360 is over 34gt, you will get 100gt license.

USCG QUALIFICATIONS AND APPLICATION REQUIREMENTS

In addition to completing your certified course, the Coast Guard requires the following items before they can issue your license. The application package does not need to be completed before taking your training program. You have up to 1 year after finishing the course to submit your paperwork to the USCG, but the sooner you submit it, the sooner your license will be processed. The USCG Application forms listed below can be sent to you upon request.

• Application for license (with Oath done at MPT)
• Documentation of sea time experience - letters or sea service forms signed by the vessel's owner or captain or sea service forms signed by you for your own boat(s) or DD2-14 and Transcript of Service for your military sea service (if applicable).
• Proof of vessel ownership - if you are submitting forms for your own boat(s)
• Physical Exam (within 1 year, on USCG Forms) There are certain medical conditions and/or prescription drugs that may disqualify you for a license or require a waiver. Ask for info if applicable.
• Drug Screen (within 6 months, on USCG Forms or proof of random drug test program or consortium)
• Proof of Permanent Residency for six-pack OUPV
• T.W.I.C. Card; The USCG Conducts a criminal background check and National Driver's Registry Report on all applicants. Certain offenses within recent years can disqualify you for a license. Please ask if you need more information.
• Course Certificate from MPT's Certified Course within the last year
• First Aid & CPR Certificate from MPT or other USCG Approved course within the last year
• Take Oath in person at MPT
• License Processing Fees (evaluation/ issuance paid to USCG)

USCG CAPTAIN'S LICENSE CLASSES

MPT's Captains License classes are USCG Approved, NO TEST AT THE USCG.

This course is available at two levels. The first level is 8 days in length for daytime students or 2 weeks of evenings and Saturdays for Night Students. This first level is USCG Approved for candidates applying for their Six-Pack - Operator of Uninspected Passenger Vessel (OUPV) License.

The second level affords the student three additional days of classes and is USCG Approved for Master and Mate Licenses. The USCG does not require you to get a Six-Pack License before you get your Masters, so if you qualify, you can take the full 11 days and get your Master or Mates license! Most students do qualify for a Master or Mate license. Please refer to the Qualifications section of this manual for more information or just ask one of the MPT student services representatives in the admissions office. The Masters level earns you the respect you have earned with years of boating experience as well as giving you the ability to serve on either inspected (7 or more passengers) or uninspected vessels as you choose. Another benefit is with the near coastal (offshore) route, with 6 pack you can go up to 100 miles offshore and with the Master you can go up to 200 miles offshore!

Subjects include : Navigation Tidal calculations International and inland rules of the road Coastal pilotage Meteorology Anchoring and mooring Marlinespike Docking and undocking Buoyage systems Safety Voyage and passage planning General ship knowledge regulations Stability and vessel construction Seamanship Written Exams:

This course is USCG Approved. No Tests at the Coast Guard. You will take written final exams administered at MPT at the end of the program. They include a selection of the topics covered in the course. We work with everyone until they pass! Do not worry. Class participation and study will get you through the exams. One of the bonuses of attending MPT's captains license classes is that we give every student the certification to operate a commercial assistance towing vessel - for free! The USCG authorizes Masters with this certification to operate assistance towing vessels of any size within their tonnage and Six-Packers to operate assistance towing vessels of up to 26 feet.

MPT has always been known for going the extra mile, and this course is no exception. MPT has incredible USCG Licensed instructors with a passion for teaching, a love for boating and a desire to see you succeed!

1915 South Andrews Avenue, Fort Lauderdale, FL 33316, +1-954-525-1014 | +1-888-839-5025 (Toll Free)

Site map | privacy notice | cookie policy | accessibility notice, 1915 south andrews avenue, fort lauderdale, fl 33316 +1-954-525-1014 +1-888-839-5025 (toll free).

Sea, stand-by, watch and yard time clarified under MCA

We are an industry where bigger is better and appearances set the standard. With that ever-increasing desire by owners to push the envelope for a yacht’s overall length, we have seen that the safety regulations that dictate how a yacht is constructed and operated have not necessarily kept pace.

In a long-awaited document, the UK’s Maritime and Coastguard Agency (MCA) published a Marine Information Note (MIN) in January. Titled MIN 498 (M), this note finally addresses the sea time needed for a license holder to cross over from the restricted “yachting” system and into the unlimited merchant navy licenses.

The MIN outlines the requirements for deck officers or ratings using yacht service as qualifying seagoing service toward the issue of an unlimited Certificate of Competency. The MIN also contains the new seagoing service testimonials for those working on yachts.

First, let’s review how the MCA will require the sea service to be documented and the types of sea service that will be accepted.

The MCA requires that all yacht service be documented in the form of either (a) yacht service testimonials supported by a discharge book or (b) an MCA-approved logbook. Both of these documents must include an exact breakdown of the actual sea service, stand-by service, and yard time. For the purposes of the MIN, the MCA service definitions are:

• Actual Sea Service is time spent at sea, which may include time at anchor or river and canal transits associated with a passage.
• Stand-by Service is time immediately following a voyage while the vessel is under preparation for a subsequent voyage.
• Yard Time is time when standing by a build, refit or repair.
• Watchkeeping Service is actual sea service spent as a watchkeeping officer in full charge of a navigational watch for at least four out of every 24 hours while the vessel is engaged on voyage.

The MCA states that seagoing service on yachts will be counted as a combination of actual sea-service, standby service and yard service. There are a few restrictions:

• Stand-by Service cannot exceed the number of days performed on the previous voyage and in no case exceeds a maximum of 14 days in each period.
• Yard Service cannot exceed a maximum total of 90 days for Officer of the Watch (OOW) and 30 days for Chief Mate or Master.

As a result of the above definitions, under no circumstance can stand-by service exceed actual sea service.

Now that the MCA has defined what type of sea service is required, let us review the requirements for the three levels of unlimited tonnage licenses.

To qualify for the issue of an OOW unlimited Certificate of Competency, the candidate must, from the age of 16, have completed 36 months seagoing service. Of that total, it must include at least six months engaged in bridge watchkeeping duties on vessels (including yachts) of more than 24m in length or more than 80 GT.

To qualify for the issue of a Chief Mate unlimited Certificate of Competency, one must have completed 18 months seagoing service as a deck officer while holding an OOW unlimited license. Sea service must be attained on vessels (including yachts) of more than 24m in length or more than 80 GT.

To qualify for the issue of a Master unlimited Certificate of Competency, the candidate must have completed 18 months seagoing service as a deck officer while holding a Chief Mate unlimited license. The sea service must be attained on vessels (including yachts) of more than 24m in length or more than 80 GT.

If an officer already possesses an OOW unlimited or a Chief Mate unlimited Certificate of Competency, and is serving on a yacht, there are additional stipulations to complete before raising to a higher Certificate of Competency. The license holder’s seagoing service requirements listed above must include the completion of:

• At least six months on yachts of 500 GT or more operating beyond UK-categorized waters, or if outside the UK, beyond the harbor limits; OR
• At least six months on vessels of at least 24m, made up of voyages of more than 300 nautical miles.

If a candidate has sea service on a yacht of over 3,000 GT that has spent more than 2/3 of its time proceeding to sea, then that sea service can be counted as per MGN 92 (M), i.e. at the full rate. A breakdown of the vessel’s movements must be provided with the application. This will be assessed by the MCA on a case-by-case basis.

If an officer already holds an MCA OOW for yachts less than 3,000 GT and the officer is applying for an OOW unlimited Certificate of Competency, it is not required to show evidence for six months of watchkeeping duties.  If the candidate does not hold an MCA OOW for yachts less than 3,000 GT, one will need a letter from the captain stating that the candidate has been engaged in watchkeeping duties under the supervision of a qualified officer for at least six months.

If one holds an OOW, Chief Mate, or Masters Certificate of Competency limited to yachts of less than 3,000 GT, the officer must first obtain an OOW unlimited license before progressing to a Chief Mate unlimited Certificate of Competency. It is not possible to skip over any of the unlimited licenses.

And finally, the MCA clearly states in the MIN that completing more than four hours watchkeeping within a 24-hour period cannot be counted as more than one day watchkeeping time. For example, if an officer completes a 12-hour watch within a 24-hour period, the officer can only count this as one day of watchkeeping service. Additionally, if the same officer completes two separate six-hour watches within a 24-hour period, the officer can only count this as one day of watchkeeping service.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org . Comments on this column are welcome at [email protected] .

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תחזית מזג אוויר

ערוץ הוידאו שלנו.

Yacht Club and Sailing School

Sea Time has been founded in 2010 by two young Navy officers, Yonatan and Ben, who shared since childhood a common passion for the sea and whose mutual vision was to make the world of sailing more accessible, technically and financially to the Israeli public. They felt their duty was to spread their huge maritime knowledge and make it available to anyone, including, or even especially to those without any nautical experience or background.   The Sea Time Yacht Club and Sailing School was born…In order to fulfill their dream they made 2 innovative moves:

• They brought to the Tel-Aviv marina two Beneteau 21.7 ft. sailing yachts for whom NO LICENSED IS REQUIRED by the Administration of Shipping and Ports. Those 2 boats were the spine around which they built their young and dynamic Yacht club. They set up a basic sailing course curriculum and a began to qualify a new generation of skippers who catches the occasion of sailing alone within a few weeks only and at a very affordable cost. The first skippers to graduate formed the heart of the Sea time Yacht club who rapidly grow to be nowadays among the leaders in the Tel-Aviv area
• From the beginning, Sea Time became an ASA (American Sailing Association) authorized school and were able to certify skippers with the ASA 104 Bareboat Cruising, a certificate widely recognized worldwide. Graduate 104 ASA skippers can charter up to 50ft. boats abroad for coastal navigation. In order to make the certificate even more accessible and less time consuming, we set up a one week long 24/7 course in the breathtaking Greek Islands. The innovative concept turned the course into a daydream holyday

Sailing School

The Sea Time sailing school offers a wide range of courses and certifications that can be taught in Israel or overseas in Hebrew, English, Russian or French . Course duration goes from one week for an intensive basic sailing course until a few months for obtaining the Israeli Skipper License. The ASA 104 Bareboat Cruising course can be taught in Israel or in Greece in a short period, allowing even tourist to take the course while visiting Israel. Sea Time is also teaching GMDSS (Licensed Radio Operator) preparing students for both the Israeli and the International IYT certification

The courses are taught on a wide range of boats: 21.7 Beneteau Sailing Yacht, 37 Oceanis mono-hull, Viko 30 S competition sailing Yacht and 36 feet Fontaine Pajot Catamaran

All the courses can be “Tailor made” to any students need and schedule constraints

The school is located in The Tel Aviv Marina, in the heart of the “hottest” area of the city, making it easy for tourist to pop in in minutes from their hotels

The entire club fleet (21.7 Beneteau Sailing Yacht, 37 Oceanis mono-hull, Viko 30 S competition sailing Yacht and 36 feet Fontaine Pajot Catamaran) is available for chartering, with or without a skipper on an hourly or daily basis. Of course the fleet is also available to the club members who benefits from interesting and innovative subscription plans

Beside boat chartering the Sea Time Yacht Club offers to its member a wide range of activities: professional workshops, lectures etc

0097237260500 / [email protected]

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לתיאום הפלגת ניסיון, השאירו פרטים

פורטל לימודים.

• מידע לתלמיד
• הנחיות הרשמה ולימוד לקורס GMDSS
• פורטל הלימוד

הודעות האחרונות

• קורס לתעודת מפעיל קשר GMDSS
• קורס סקיפרים ביוון לרישיון בינ”ל
• קורס משיט 30

צרו אתנו קשר

• מרינה תל אביב, אליעזר פרי 14

What counts as sea time?

Ok. This may make me sound dumb but what counts as sea time? I currently work at a marina but spend tons of time on various boats. I also sail nearly everyday on a friends 32 foot boat and from April till October j race on a 64 foot racing yacht on the east coast. Does any of this count towards my sea time in the merchant marines? I will also be doing deliveries on mega yachts. Does this count even though all I really do is clean and stand watches?

Anyone have any good book recommendations? I got out of the navy as a mm3 and am trying to switch to private work on ships. I feel too old to go to school so I’m just trying to work my way up rather than invest the time in the academies.

If it floats and is on navigatable waters, it likely counts as sea time. A friend had time on the water in his sea kayak count as sea time toward his 100 Ton. I’ve sailed with crewboat captains from Panama City that got their time running a jet ski.

As long as the vessel has an engine it counts as sea time, a kayak or row boat does not count, it must have an engine or sail,a kayak with an electric engine counts

4 hour days underway counts as 1 day if the vessel under 100 tons,8 hours counts as 1 day, 12 hour days count as 1.5 days ONLY if the vessel is approved for a 2 watch system

How do I properly log this time? So would all of those times I’m in my dinghy helping boats into a slip, getting fuel from across the river in Jerry cans, driving my rib to and from work? I easily spend 2-3 hours a day or more 7 days a week about nine months of the year in some sort of motorized boat. Like I said I also crew on a racing yacht about 10-20 hours a week and make a couple trips from New York to new port.

How would I properly log all of these times and days. I don’t want to lie bit I also don’t want to cut myself short when I work with and on boats daily.

small seatime service letter, download with an internet search, nobody would ever thnk of stretch the truth on small sea time, I am sure it take you 2 hours a day each way to get to work in the RIB because of the manatee zones in florida are NO WAKE IDLE SPEED ONLY,

http://www.uscg.mil/nmc/forms/application/cg719s.pdf

Here is the small vessel form…

You can write your own time up, if you are the registered owner of the vessel…Otherwise get the owners of vessels you sail on to sign it for the time…As far as school goes, in this business if you want to move up, school is almost mandatory…

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China Sinks U.S. Red Sea-Based Ticonderoga-Class Cruiser with Fire Dragon Missiles in Recent Simulation

C hina has conducted another mock attack on a United States military asset with missiles, and this time it is a Ticonderoga-Class Battle Cruiser currently on patrol in the Red Sea .

Knewz.com has learned that the purported computer simulation and ensuing paper, found it would take at least six of the Asian superpower's Fire Dragon projectiles to sink a warship like the USS Philippine Sea .

The model involved firing 12 projectiles and using low-precision satellite photos to identify the general locations of the mockup U.S. naval assets. As the projectiles neared their targets, they recalibrated their courses to match the vessels' exact positions.

According to the Eurasian Times , the exercise factored in said vessels’ defensive capabilities including the radar-guided Phalanx cannon with its 4,500 per minute rate of fire—and despite this potent feature, one of the US vessels sank.

A report on the simulation indicated that the People’s Liberation Army (PLA) of China ’s experiment also used versions of the Fire Dragon missile fitted with six drones apiece, which in a real combat scenario, would be used to confuse a ship’s radar and divert firepower while the real explosive honed in.

The results of this simulation were purported as an even greater success because none of the simulated ships survived.

According to the Business Standard , the projectile is no state secret and is produced exclusively for export by the country’s North Industries Group Corporation (NORINCO).

It weighs 880 lbs according to the South China Morning Post , and has a high degree of accuracy.

Additionally, its impact velocity exceeds 1,640 feet per second.

According to Li Jiangjiang, senior author of the paper, it would take two of the warheads to destroy a 10,000-tonne (the weight of the Ticonderoga-Class Cruiser) warship.

Thus far, only one known sale (worth $245 million) has been made, and it was to the United Arab Emirates.

The Ticonderoga-Class vessels, on the other hand, were first commissioned in 1981 as destroyers but due to their enhanced firepower were designated cruisers.

The last vessel was built in 1994 and of the 27 existing units, 13 remain in service.

Despite the alleged results of the Chinese experiment, Ticonderoga-Class cruisers make formidable adversaries.

They comprise a variety of mechanisms (offensive and defensive) including the PY-1A-powered AEGIS weapon system that automatically tracks threats and targets entities beyond 200 miles.

In addition to the latter, per National Interest , the ships carry up to 80 surface-to-air missiles (SAMs), 16 anti-submarine rockets, and 26 Tomahawk cruise missiles.

Making this ordinance even more lethal are two Mk-41 Vertical Launching Systems (VLS), which allow the vessel to store all its missiles in standby mode.

As noted by the Chinese paper, the Ticonderoga-Class vessels also carry two Phalanx cannons, two machine guns, and two torpedo tubes, and can accommodate two Seahawk helicopters.

The U.S. is yet to comment on the test—but notably, it is not the first time China’s training for attacks on American assets has become public.

In January 2024, Knewz.com reported on satellite images of structures closely resembling the supercarrier Gerald Ford in the country’s Taklamakan Desert.

More recently, satellites captured another dessert-bound mockup. This time, of the Taiwanese parliamentary buildings.

This sighting led to speculation among experts that a Chinese attack on the breakaway island democracy would be very different from what many expect—and it could all be over 30 minutes .

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Ancient Shipwreck Preserves a Deep Bronze Age Time Capsule

About a mile beneath the sea, the ship suggests that trade in the eastern Mediterranean Sea traveled much farther from the safety of land.

By Franz Lidz

Photographs by Kobi Wolf

Remains of the oldest shipwreck ever discovered in deep water, and perhaps the oldest complete wreck in any water, have been located in the Mediterranean Sea about 56 miles off the coast of northern Israel.

The Israel Antiquities Authority, which announced the find on Thursday, said that preliminary examination of two clay jars known as Canaanite amphorae indicated that the merchant vessel, an estimated 39 to 46 feet long, sank sometime between 1400 B.C. and 1300 B.C., an epoch when the Egyptian empire stretched from what is now northern Syria to Sudan, and the boy pharaoh Tutankhamun briefly sat on the throne.

Whether the galley was the victim of a sudden storm, a wayward wind or attempted piracy is unclear. But judging from footage recorded by a remotely operated submersible robot, the craft settled to the bottom without capsizing, and the hundreds of storage jars in its hold survived pretty much intact.

Cemal Pulak, a nautical archaeologist at Texas A&M University who was not involved in the find, said, “I consider any Bronze Age shipwreck discovery to be a very important one as shipwrecks of this period are extremely rare.” They are so rare that only two other wrecks with cargo are known from the late Bronze Age in the Mediterranean — both found, unlike the current one, off the Turkish coast relatively close to the shore and accessible using standard diving gear. The more recent of those two discoveries occurred in 1982. No spectacular new finds have surfaced since then.

The new Bronze Age wonder was detected last summer at a depth of about a mile during a survey conducted by Energean, a London-based company seeking to develop natural gas fields. The patch of seafloor had been claimed by both Israel and Lebanon until a 2022 agreement brokered by the United States put it under Israeli control.

Energean’s remotely operated vehicle, or R.O.V., was tethered to a surface vessel by a steel cable and controlled by a pilot on the ship working a joystick much like the ones used to play video games. At roughly 3,300 feet below the surface — about 2,000 feet above the sunken ship’s location — even the faintest light has faded, leaving a sunless realm known as the aphotic zone. Cameras on the robotic R.O.V. are fitted with powerful lights that pierce the perpetual darkness.

Last July, the R.O.V. filmed what appeared to be a large pile of jugs on the seafloor. The images were sent to the antiquities agency, which identified the jugs as late Bronze Age storage jars designed to hold, among other things, honey, olive oil and resin from the Pistacia atlantica tree. Such resin was used as a preservative in wine and, in Egypt, as incense and as varnish on funerary equipment of the New Kingdom era.

Having piqued the interest of the Antiquities Authority, Energean had two mechanical appendages built for the R.O.V. that were capable of extracting artifacts from the pile with minimal risk of damage to the entire assemblage. Over two days at sea this May, the vehicle mapped the site and determined that the amphorae rested in a vessel half-embedded in sediment. There was no sign of an anchor, a mast or the square sail typically used by Mediterranean trade ships of the time.

“The ship is preserved at such a great depth that time has frozen since the moment of disaster,” said Jacob Sharvit, the director of maritime archaeology for the Israel Antiquities Authority and the leader of the May reconnaissance expedition. “Its body and contents have not been disturbed by human hands nor affected by waves and currents that impact shipwrecks in shallower waters.”

Extending its robotic arms, the R.O.V. removed two jars from the hull, one from each end of the ship. Both turned out to be filled with silt. “An analysis of the jar’s trace elements should solve the question of what was inside when the vessel went under,” Dr. Sharvit said.

The 14th century B.C. in the eastern Mediterranean was a dynamic period of international trade and enormous wealth concentrated in the hands of a few. Scattered along the coast of the Levant were the great Canaanite commercial centers, which dispensed strategic and utilitarian raw materials and manufactured goods to the Aegean region and beyond. Chief exports were copper and tin, which, when mixed, would make bronze to manufacture stronger farming tools that increased agricultural yield and produce arms and armor to equip entire armies.

Much of what is known about the nature of late Bronze Age trade is based on two shipwrecks excavated in southern Turkey — the first at Cape Gelidonya in 1960, and the second at Uluburun from 1984 to 1994. Using these finds, scholars assumed that commerce in the late Bronze Age was accomplished by safely flitting from port to port, hugging the coastline within eye contact of shore.

A Turkish sponge diver in 1982 first reported spotting “metal biscuits with ears” off a rocky promontory known as Uluburun. Scientists speculated that the ship he had spotted was sailing from the Levant to Greece when it foundered around 1300 B.C. According to Dr. Pulak, director of the Uluburun expedition, the vessel carried 10 tons of copper and one ton of tin, along with other commodities and exotic materials including a gold scarab inscribed with the name of Nefertiti, glass ingots, ivory, ebony, hippos’ teeth, ostrich eggs, tools fashioned out of goods from at least 11 Asian, African and European cultures, and about 150 Canaanite amphorae, of which roughly 120 contained resin.

The ship found earlier at Cape Gelidonya went down about 1200 B.C. It also carried copper and tin, but in more meager quantities, as well as scrap bronze in the form of farming implements intended for recycling.

“Those two shipwrecks exemplify different modes of trade,” Dr. Pulak said. “The Uluburun ship represented long-distance interregional elite exchange, and the Cape Gelidonya ship was involved in local coastal cabotage, or opportunistic trade, where goods and services were purchased and sold at ports for quick profit.”

The newly found wreck suggests Bronze Age traders traveled much farther from ports.

“The discovery of this boat now changes our entire understanding of ancient mariner navigational skills,” Dr. Sharvit said. “It is the very first to be found at such a great distance with no line of sight to any landmass. From this geographical point, only the horizon is visible all around.”

Dr. Sharvit speculated that, lacking compasses, astrolabes or sextants, seafarers in the 14th century B.C. probably relied on celestial navigation, taking sightings and angles of the sun and star positions. He said the wreck promised to advance scientific knowledge of late Bronze Age trade patterns and the peoples who controlled them.

“The two previous Bronze Age shipwrecks marked trading routes between Cyprus, the Levant and places in the eastern Aegean Sea,” Dr. Sharvit said. “Our wreck suggests a seagoing exchange was conducted west out of Syria and Canaan to southern Cyprus, Crete and other Greek lands.”

Alternatively, he proposed, the doomed sailors on the deep-sea galley might have sailed from an Aegean port, debarked with cargo in a Levantine harbor and loaded the ship with the Canaanite amphorae for the return voyage. Dr. Sharvit said that if that were the case, the seamen might have been Mycenaean, a civilization that by 1400 B.C. had overrun Crete and most of southern Greece and had a virtual monopoly on commerce in the eastern Mediterranean.

Dr. Pulak called the three Bronze Age shipwrecks invaluable time capsules. But while the Uluburun wreck was excavated over the course of 22,413 dives, Dr. Sharvit said the Israeli authorities planned to preserve the deep sea site as is, without bringing up more of the wreck for the moment.

“We think that is the best way to keep the shipwreck safe right now,” he said. “We want to save it for the next generation, with better technology and methodology to excavate at that depth.”

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Oldest Deep-Sea Shipwreck Is a 'Time Capsule' from the Bronze Age

An ancient shipwreck lost in deep waters has yielded its first clues: amphorae from a lost age of international trade and civilization

By Ilan Ben Zion

IAA archaeologist Jacob Sharvit ( left ) and Energean environmental lead Karnit Bahartan examine two Canaanite storage jars after their retrieval from the seafloor of the Mediterranean on May 30, 2024.

Ilan Ben Zion

Golden sunlight fell on the two amphorae, still caked in brown ooze, as they breached the Mediterranean’s waves. Their ascent from the seafloor, more than a mile down and 60 miles from land, had taken three hours. It was the first daylight they had seen in at least 3,200 years, and they came from the only Bronze Age shipwreck discovered in deep waters.

Archaeologists retrieved these Canaanite storage jars, just two from a cargo of dozens located far off northern Israel’s coast in May.

“It’s the only ship from this period that was found in the deep sea,” one of the final frontiers of archaeology , says Jacob Sharvit, director of marine archaeology at the Israel Antiquities Authority. Only a handful of other Late Bronze Age ships have been discovered—all of them in shallow coastal waters of the Mediterranean Sea, including in the Aegean Sea.

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Sharvit helped spearhead a complex archaeological operation far offshore, along with the Israel Antiquities Authority (IAA) and offshore gas firm Energean to retrieve the jars from the seafloor.

In the Bronze Age people shipped these storage jars across the Levant starting around 2000 B.C.E., when maritime trade in the Mediterranean exploded.

“They're always either pointy or rounded at the bottom,” so they rock with ship’s motion but don’t tip over and break, says Shelley Wachsmann, a nautical archaeology expert at Texas A&M University, who was not involved in the research.

These workaday ceramics evolved so consistently over the centuries that they can be reliably dated with an examination of their shape and design. Based on the recently discovered jars’ neck, the pronounced angle of their shoulders and their pointed base, these amphorae are estimated to date to between 1400 and 1200 B.C.E., the IAA said in a recent press release .

A basket carrying two Canaanite storage jars breaches the surface of the Mediterranean Sea after their ascent from the seafloor on May 30, 2024.

At that time, the ship and its crew sailed a world of prolific international trade, diplomacy and relative stability in the eastern Mediterranean, which was dominated by the Egyptian and Hittite empires. Merchant ships carrying olive oil, wine, ores, timber, precious stones and numerous other goods plied the seas between Greece, Cyprus, Anatolia, the Levant and Egypt.

“This is the time that the Mediterranean is globalized,” says Eric Cline, a professor of archaeology at George Washington University. “You’ve got lots of commerce, lots of diplomacy and lots of interconnections” between the Egyptian, Hittite, and Assyrian empires and the lands between them, says Cline, whose newly published book, After 1177 B.C.: The Survival of Civilizations , explores the aftermath of the collapse of this Late Bronze Age international order.

In our own era of globalization, this disintegration draws particular interest among scholars looking for clues into how stable civilizations foundered in the past.

The first signs of the shipwreck surfaced in 2023, during an environmental survey that Energean conducted ahead of its development of a new undersea natural gas field. The survey’s sonar scans were meant to locate and protect deep-sea ecological hotspots from undersea construction, says Karnit Bahartan, Energean’s environmental lead.

Subsea surveys of the nearby Leviathan gas field conducted in 2016 by Noble Energy (now part of Chevron) reportedly turned up at least nine deep-sea archaeological sites, including a Late Bronze Age shipwreck. But details of the finds were never disclosed, and the sites were never excavated, according to a Haaretz report in 2020 .

“What we were doing is looking for sensitive areas, sensitive habitats, anything that can be worth saving,” Bahartan recalls.

Closer examination of the sonar hits revealed that most were modern trash, Bahartan says as she flips through photographs taken by a remotely operated vehicle (ROV). The images show plastic bags, deck chairs, oil drums and a porcelain toilet, seat included. Occasionally, she says, she and her colleagues might find a solitary amphora or ceramic fragments.

But one sonar blip turned out to be a large assemblage of jars jutting out of the seabed. “I didn’t know if it was something dramatic or not. I just sent it to the [Israel] Antiquities Authority,” Bahartan says.

Energean offered the IAA a ride onboard the Energean Star, an offshore supply and construction vessel. The archaeologists’ mission: retrieve jars and any other artifacts from the seafloor 1.1 miles (1.8 kilometers) below to ascertain the origin of the ship.

Six hours out of Haifa’s port, the Energean Star hovered over the wreck’s coordinates, and a crane lowered a truck-sized, canary-yellow-and-black ROV into the sea. It took an hour to descend to the bottom. Nearing the seabed, operators released the ROV toward the site.

Sharvit was transfixed on the video feed in the cramped control room: a swirl of marine snow rushed by in the inky darkness above a featureless seafloor. Within minutes, black forms projecting from the gray sediment hove into view.

“It’s crazy,” Sharvit said at the time. “I don’t see. I only hear my heartbeat.”

Dozens of jars, nearly identical and about half a meter long, clustered in an oblong patch roughly 46 feet long and 19 feet across. Limited excavation with the ROV’s dredger indicated there was a second layer of jars beneath those poking out of the silt.

The ROV circumnavigated the wreck, taking a high-resolution video that would be stitched into a photomosaic of the site. Sharvit picked out a couple jars from the fringes that could be extracted with minimal disturbance.

IAA archaeologist Jacob Sharvit watches as ROV operators scoop up 3,300-year-old Canaanite storage jars from the seafloor of the Mediterranean on May 30, 2024.

Sharvit had hoped to find the ancient crew’s personal effects to help nail down the ship’s origin but spotted none. The IAA is running a so-called petrographic analysis of the ceramics to try to pinpoint where they came from; analyses of residue and trace elements could help identify their contents.

Cline, who was not involved in the IAA mission or its preliminary study, says the proposed date “would place the wreck right in the middle of the most interconnected period of the Late Bronze Age in the Aegean and eastern Mediterranean, which is exciting.”

Texas A&M’s Wachsmann says that a coherent Bronze Age wreck was an “incredible find” because “every shipwreck is basically a time capsule. Everything that went down on that ship went down at one moment.”

The absence of wave action, storms and human activity means this ship is likely better preserved than wrecks found close to shore, he says. “Anything that got buried in the sediment is going to survive there, and it’s probably going to be in a better condition,” Wachsmann adds.

If any of the hull survived, however, it was not visible during the IAA’s operation.

“Apparently the ship landed on its side and sank that way,” Sharvit says. “I presume that there are some wooden remnants of the ship buried beneath the heap of jars in the mud.”

Deep-sea excavations are expensive, complex and fraught with methodological problems, Sharvit says, adding that he likely won’t return to the site.

“Even if it’s not us, then other researchers can excavate the ship in the future,” he says.

Missing Gisborne fishing boat: Tributes for lost men, rescue operation suspended, two spotted alive in water

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Elwood Higgins is one three fishermen missing off the Gisborne coast.

Loved ones of three missing fishermen lost in huge seas off the Gisborne coast are paying tribute to the men tonight as a search operation is suspended until first light tomorrow.

A woman claiming to be a relative of one of the missing men has posted an emotional plea for her brother to be found.

She said one of the stricken fishermen was Elwood Higgins.

”Come on my brother, [I am] breaking into pieces over here listening to this storm kicking in. Feeling sooo exhausted, scared and helpless,” she said.

”[I have] already been through enough heartbreak for this lifetime. Make your way home to us and bring your mates home with you too xx.

”Keep the karakia coming e te whānau xx.”

Another anxious person responded to the woman’s social media post: “Sending love and prayers my cuz, i did a karakia at 6pm for your brother and the others to pray for there [sic] safety and safe return.”

One person wrote: “We command the storm to cease, for the seas to calm and for these men to be found now, in Jesus’ name.”

A major search and rescue operation under way for the three men has been called off for the night and will resume tomorrow morning.

“Atrocious weather conditions” have been hampering the rescue bid after two survivors from a missing fishing vessel were spotted alive in the water off Mahia this afternoon by crew on the bulk carrier African Tiger.

However, crew were unable to rescue the stricken pair due to the dangerously difficult weather conditions, Rescue Coordination Centre NZ (RCCNZ) general manager Justin Allan said.

“The vessel attempted to provide the men with any available rescue materials they could throw overboard including life rings and flotsam.

“However, due to the severe weather conditions they were unable to be rescued. The 180m African Tiger was unable to remain on scene due to the deteriorating weather conditions.

“Efforts were made by both boats and aircraft to keep track and rescue the two missing people. However, these attempts were not successful due to high winds and seas, and the people are still in the water.”

A third person is still missing.

A NZDF P-8A Poseidon dropped a life raft in the vicinity of where the people were in the water. It is not known whether they reached the raft.

Assessments on plans for tomorrow will be made overnight, and efforts will start again at first light.

“RCCNZ is working throughout the night to assess drift patterns, source additional onshore and offshore rescue capabilities and continues to make every effort to carry out a successful rescue.

“RCCNZ wants to thank those who have been involved and supported the search today, and the thoughts of the personnel goes out to the family and friends of the missing people.”

Allan said swells and gusts associated with the severe weather conditions were making the rescue operation dangerous on the water and in the air.

“Swells are getting up as high as 6 metres and winds are gusting up to 50 knots.”

RCCNZ was continuing to work with a range of agencies to co-ordinate rescuers in a bid to safely get the men out of the water.

“There has and continues to be support from Coastguard, rescue helicopter operators, the New Zealand Defence Force and vessels of opportunity in the area. Rescuers are continuing to do their very best in incredibly trying conditions and we are hugely grateful for their efforts.

“Our thoughts are with everyone closely connected to this situation and we continue to keep them updated. These are incredibly stressful and difficult times for everyone involved,” Allan said.

“At this time, the men are still in the water.”

Search launched yesterday after missing boat failed to return to port

Tatapouri Fishing Club president Roger Faber, who was earlier excited two of the men had been spotted, said the mood had deteriorated again as the search was suspended for the night.

“Obviously there was a high when we heard the two of them had been found, but from what we’re aware of, they’ve been lost again and the search has been called off for the night,” Faber said.

”We have heard about the life raft being dropped in their vicinity, but how close to them? We don’t know and we’re just hoping that they managed to find it and get into it.”

Faber said some of the families were at the fishing club waiting for any news.

”But obviously we haven’t had much news. We’ve been watching the [tracking] apps and things, we saw the Coastguard from Napier turn back and the planes and helicopters manoeuvring around.

”It was a very sleepless night for a lot of people last night, so hopefully we’ll get an hour or two tonight.”

A search was launched yesterday afternoon when a recreational fishing vessel was reported overdue after a planned day’s fishing off Gisborne.

Three people were on board. The alert was initially raised to police just before 4pm.

This afternoon, the African Tiger spotted two people in the water off the Mahia Peninsula.

“Visual contact has been lost but urgent actions to relocate are under way,” RCCNZ’s operations manager Michael Clulow said.

Vessels had been sent to the location.

”We are working as quickly as possible to relocate and rescue these people in the water.

”They have been in the water for a long time now, and will be cold and tired.

”Weather conditions in the area are atrocious, making it extremely difficult for responders on the water and in the air.

”We are looking at a number of ways to try to safely get these people out of the water.

”Our thoughts are with the family and friends of those caught up in this rapidly evolving situation and are taking all practical steps to save lives,” he said.

This response is being supported by the NZDF, Napier Harbour Tugs, NZ Coastguard and rescue helicopter providers.

‘We were expecting the worst’

Earlier today, Faber said “everyone is rapt” to learn two of the missing boaties had been found alive, and emergency services were still hopeful of finding the third.

He understood the two survivors had been spotted clinging to life rings.

”They were found by the aeroplane that was up searching, they [the aircraft] diverted the African Tiger, which is a log boat that was heading up the coast.

”The African Tiger did locate them, but the conditions were atrocious and they got blown off them. You know, big ships like that can’t manoeuvre that well. And they lost sight of them.

To Gisborne-Tatapouri Fishing-Club and members. We are all thinking about the boat missing off Gisborne. It’s everyone'... Posted by New Zealand Sport Fishing Council Inc on  Monday 24 June 2024

”The plane is still searching out there and the helicopter has been sent from Gisborne and is searching the area.”

Faber understood the plan was for a helicopter to drop a life raft to the stricken men because it didn’t have winching capabilities in this weather.

”The Coastguard from Napier has been dispatched, but whether they will be able to get out there or not, we’re unsure.

”Everybody is absolutely rapt that the two of them have been found. We’ve got our fingers crossed [that] the third will also be found.

”You know, great news – we were expecting the worst. So it’s great to have found two of them, but it would have been even greater if all three are found.”

‘They are experienced, resilient, they’re very tough’

Eastland Rescue Helicopter Trust chairman Patrick Wilock knows two of the men missing off Mahia and he said they’re experienced and resourceful.

They were aged about 30-40, he said.

“They are experienced, they are resilient, and you know, when I heard it was them I was in shock.

“But you know, they’re very tough. They’re the sort of guys who would be thinking quickly on their feet.

“Let’s say they’ve been in there over 12 hours now. They’ll be exhausted. But if they’ve got flotation devices then it’s just a matter of time to locate them and get them.

“It’ll be dynamite for a helicopter trying to winch in the weather out there though. It’s going to be tough for rescuers.

“All of us are just thinking of the families and just hoping for the best, hoping that a miracle will happen.

“It is a bit of a worry that they’re only reporting that they’ve seen two when there are three of them out there.”

‘They’re in that water’

Wairoa District Mayor Craig Little said people were hoping for the best for the boaties stranded off the coast of his district.

Little said one of the boaties’ families was well known in Wairoa.

”Our hearts go out to those families. There are three families and just imagine them all,” Little told the Herald.

”It’s just tragic, just horrendous. It’s absolute sadness. All we can do is hope for the best.

”It’s just like you’re feeling quite sick for the families. They’re in that water, they’ve seen that ship and they’ve seen the helicopter, but they haven’t got the gear to get them out yet.”

Huge seas hampering search for missing boaties

Faber earlier told RNZ the three fishermen who were on the missing boat were “very experienced” and regularly out on the water.

A major search was launched yesterday for the missing 7m vessel after it failed to return to Gisborne as planned.

It’s understood the crew planned to head towards Mahia to catch fish.

Initially, it was believed there were two people onboard the vessel but the RCCNZ subsequently confirmed three people were onboard.

The last known communication of the missing boat was with another vessel before 10am on Monday when it was about 20km offshore.

Faber raised the alarm when the boat failed to return to shore.

Terrible weather conditions would prevent Coastguard from continuing its sea search today, Faber said.

Helicopters were carrying out a shoreline search but the sea was too rough to tackle, he said.

“We’ve got very heavy fog, heavy rain, inshore and offshore, the nor’easter is blowing very strong, it’s predicted to get a lot worse this morning ... up to 50 knots with 8m seas,” he said.

“There’s no way that they’re putting anyone to sea to do a search in those conditions.”

‘Just a matter of sitting with fingers crossed’

Faber told RNZ those missing were members of the club and “very experienced” fishermen.

“They do know what they’re doing, they’re out there regularly.”

Three boats had headed out together Monday morning, with Faber on board one of them. Two boats, his included, decided to “pull the pin” about 11am in deteriorating weather conditions, and tried to get in touch with the now missing vessel to let them know, but did not hear back.

Faber’s last communication with the missing boat was about 9.30am on Monday, when they told him of their plans to head towards Mahia.

“We’re hoping that they’ve been pushed ashore down that way somewhere, and are sitting on shore where there’s no communications, and they’re found down there.”

The whānau of the three men were down by the boat ramp in Gisborne’s inner harbour, Faber said.

“They’re all coming back to the fishing club for a coffee, and it’s really just a matter of sitting with fingers crossed, hoping for some good news.”

Coastguard Gisborne, the Gisborne Rescue Helicopter, and several vessels supported the initial search on Monday evening.

Overnight, a NZDF P-8A Poseidon undertook a radar search off Poverty Bay, Northern Hawke’s Bay, and the Mahia Peninsula.

On Tuesday morning, a helicopter was searching between Gisborne and the Mahia Peninsula.

The RCCNZ said more aircraft would join the search as conditions allowed.

Clulow said heavy rain, strong winds and large seas were forecast in the area on Tuesday, making the search challenging.

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The scuffle started when around eight Chinese vessels approached two Philippine rubber boats near the Southeast Asian nation’s military outpost in Second Thomas Shoal, Navy Seaman Jeffry Facundo told a Senate hearing. Manila regularly brings supplies and troops to the outpost, a rusty World War II-era ship that’s been beached there since 1999.

“The Chinese vessels came without warning and rammed our boat straight away,” the Filipino crew member said. He said his thumb was caught under the keel of a Chinese vessel that partially mounted the boat he was riding, causing the injury.

The sailor’s narrative, along with videos released by the Philippine military, paints a picture of how encounters between Manila and Beijing in the disputed sea have become closer and more intense, risking more casualties. China has maintained that its actions were lawful.

Why China, Philippines Keep Clashing at Sea and What Comes Next

The Filipino crew member also said Chinese forces punctured a boat that was supposed to be used for his medical evacuation. He repeated earlier accounts from defense officials of how Chinese crew held “customized spears,” and seized guns from Philippine troops.

Manila is hoping to arrive at “confidence-building measures” with China during possible talks in early July where recent maritime encounters will be tackled, Philippine Foreign Affairs Secretary Enrique Manalo said at the same hearing.

The Philippines is trying to balance asserting its sovereignty with protecting troops and preventing miscalculation in the disputed sea, Defense Secretary Gilberto Teodoro also told the Senate. “We are playing a very, very delicate balance here,” he said.

The US earlier called out China for its “escalatory” moves. Philippine officials have, however, said that Beijing’s actions, while deliberate, can’t be considered yet an “armed attack” that would trigger a 1951 Mutual Defense Treaty with the US.

(Adds comments from foreign affairs, defense chiefs.)

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