It would be great to be a sailor. I 1995 graduated from the Department of Navigation of Shanghai Maritime University (now Shanghai Maritime University) and was assigned to work in overseas companies of Shanghai Maritime Bureau. On March 12 of the same year, I was assigned as an intern on a 40,000-ton finished oil tanker under Huaguang Shipping Management Company, the second largest shipping company in Hong Kong, and served as the third mate, second mate and first mate on similar ships of this company. In 2002, he was sent to the company as the first mate of a 40,000 cubic meter all-cold liquefied steamboat. In the same year, I was promoted to captain of liquefied steamboat in the seventh year after graduation. I was the youngest captain of Huaguang Company, and I was just 30 years old that year. In September 2004, I was sent to Hyundai Shipyard in Korea to take over as the captain of the largest VLCC "Rong 'an Warrior". Speaking of "Rong 'an Warrior", I have special feelings for this ship. This ship was the largest registered in Hong Kong at that time. Hong Kong Huaguang Company and Belgium EARONAV Company each hold 50% of the shares, and the contract cost is 95 million US dollars. As this is the largest VLCC in Hong Kong, not only the two shareholder companies attach great importance to it, but also the Hong Kong government. The then Chief Executive, Mrs. Tung Chee-hwa, attended the naming ceremony of the ship on behalf of the Hong Kong Marine Department, met the crew and presented souvenirs. Recalling the feelings when I received the transfer, I was both excited and uneasy. It is disturbing that my first mate and I have never been to VLCC. What is exciting is that at that time, Huaguang Company had more than 20 registered captains, including Hong Kong people, Bangladeshis and Indians. At the same time, the Belgian shareholder EURONAV is also a world-famous shipping company. I dealt with them when I was the first mate and captain of the liquefied steamboat. It was a demanding company. It is not only the trust of the two shipowners, but also the recognition and best evaluation of our crew to send me to lead the crew sent by China Shipping to pick up this "extraordinary" ship. I think this is the pride of our seafarers in China, and it is also the pride of all seafarers in China. I have worked on this ship for more than ten months from receiving the ship to the public holiday. As this is a new ship, we are novices and all the work has to be started from scratch. During this period, the hardships and efforts of all the crews are really self-evident. However, our efforts have been rewarded in the best way. According to the requirements of shipowners, we have successfully completed the inspection of the five major oil companies. It is worth mentioning that the first inspections of major oil companies after they went online all passed with "zero" defects. The two major shareholders were very surprised to read the report and sent congratulatory messages one after another, commenting that it was a miracle. In addition, during the daily operation of 10 month, the ship's various operations were quite stable and all voyage tasks were successfully completed. The shipping time of 1 hour has never been delayed, and the rent of 1 hour has been deducted, which makes the shipowner very satisfied. General managers of overseas companies made a special trip to Ningbo Port to express their condolences and congratulations. To serve overseas shipowners well, we must have a very strong consciousness, which is to create benefits for shipowners as much as possible on the premise of ensuring safety. Benefit is the life of an enterprise. The ship has no benefit, the owner has no profit, and it is useless to talk about anything. How to create benefits for shipowners? Namely: operate the ship safely and reduce the losses caused by accidents; Load more express mail, improve the turnover rate and operating rate, and earn freight and rent for shipowners as much as possible; Keep the ship in good condition and reduce the loss of shipping schedule caused by failure; Port state inspection of oil company OCIMF should be carried out to ensure the commercial interests of shipowners. To achieve these goals, the key is the quality and management of the crew. So what qualities do overseas shipowners need from our crew? According to my 10 experience on overseas ships, it can be summarized as two points: attitude and professional ability. Let's start with attitude. I think every overseas crew member should have a positive attitude. A person's attitude directly determines the quality of his work, because with a positive attitude, his enthusiasm for work can be stimulated. Doing the same thing and doing it well are completely different. Since you have chosen sailing, you should love sailing and be a good sailor! In the usual work practice, we need to adjust our mentality and treat every job correctly. I remember when I was an intern, the captain was from Hong Kong, the first mate was from India, and the second and third mates were from the Philippines. According to the work arrangement on board, I work with sailors on deck during the day to learn the basic knowledge on deck. Every day is dirty and tired. In the evening, I went to the bridge for an internship and wrote an internship report. On sundays and rest days, I changed the charts and books that I can never change. In the eyes of some people, a college graduate may be overqualified for these jobs and have a lot of complaints. I had the same idea at first. I remember one day soon after boarding the ship, the captain asked me what I wanted to learn. Of course, my idea at that time was to learn driving skills as soon as possible and stand in the cab and steer beautifully. But the captain immediately corrected my idea and told me that laying a good foundation on the deck is very important for future work. If you don't have solid deck knowledge, set your goals too high, which will have a great impact on future management. This is a hard lesson to catch up on. The captain's words gave me a deep inspiration, and my later work also proved this. After I was promoted to first mate, it was my comprehensive understanding of deck knowledge during my internship that made me handle deck affairs with ease. So I think every sailor should treat every division of labor with a positive attitude. Your work experience and ability are accumulated from every small and ordinary work practice. Next, business ability. Sailing has always been a high-risk occupation, which requires high professional quality of crew. It is far from enough to apply the theoretical knowledge learned in study to work, which requires us to be conscientious people in practice and constantly improve and perfect ourselves. For overseas sailors, a foreign language is an indispensable communication tool, so we should learn it well. In terms of business ability, I think there is no end to learning. I said with an advertisement: there is no best, only better. Speaking of this, there is also an attitude problem. Meet some crew members with poor professional ability and ask him why. Instead of looking for a problem from his own point of view, he said in ignorance: the first mate never taught him, and the captain refused to teach him. This is an irresponsible attitude towards yourself. Learning at work is different from teaching at school. This is a positive process. No boss can have time to give you lessons. This requires our crew to seize the opportunity and consult modestly. Among the foreign captains and chief officers I have contacted, they are generally willing to sincerely teach their open-minded and studious subordinates. Of course, there are differences between people. I have personally experienced some foreign crew members who are very conservative and don't want you to surpass them. Faced with this situation, it is useless to be discouraged and complain, and you can only rely on yourself. In today's competitive society, this is a very common thing, and we should face it correctly. There are many ways to learn, and you can learn by yourself through books and materials. As long as you really want to learn, there is basically nothing you can't learn. I remember that in 2002, I was sent to a 40,000 cubic meter liquefied gas ship as a trainee first mate. At that time, except me and my third mate who came from China, everyone else was Bangladeshi. For various reasons, Bangladeshis are quite conservative in technology. Once I accompanied the first mate to inspect the ballast tank and saw a finger-sized pipe extending from the deck to the bottom of the tank. I wanted to get to the bottom of it, so I asked the first mate, who said it was a hydraulic pipe. I was dubious at that time, and I was afraid to ask again because of his attitude. Back to the dormitory after work, I turned over a lot of piping drawings of ballast tanks and found that it was not a hydraulic pipe, but an air pipe of a bubble level gauge. According to our judgment, the first mate has been working on the ship for more than 2 years, so it is impossible not to know the nature of the pipeline. Reality tells me that if I want to learn directly from the first mate, I can only learn part of it, but this has not discouraged me, but has aroused my desire to surpass them. In addition to finishing work, eating and sleeping every day, the rest of the time is to read a lot of ship information and compare it with the pipelines on the deck. Since this is my first time to be a liquefied gas carrier, I will stick the pipeline diagram of the liquefied device on the bedside, study it as soon as I have time, and then go to the scene for comparison if I don't understand it. Sometimes I dream of thinking about a problem. In this way, the operation of the equipment is finally understood. After 1 month training, the company appointed me as the first mate to lead the team to take over another similar liquefied gas ship from the French management company. The ship is driven by an Indian. With our full cooperation, the ship runs very stably, and the shipowner is very satisfied with it and has been giving high praise to it. Six months later, the Indian captain left the ship for a general holiday and I was promoted to captain. By the way, the first mate of Bangladesh mentioned just now is still the first mate.