Fatigue at sea with seafarers - a film you must watch

Not just watch, but also comment, on their website as well as this blog. Finally somebody who gives some plain talk - why are seafarers subjected to such horrific conditions of work?

http://www.seafarersfatigue.com/

http://251589.edicypages.com/en

And please share too. We owe this to not just ourselves, but to the future generations.

Record keeping at the DG Shipping office in Mumbai . . .

To give you an idea, for an incident involving fire on board a ship from one of the "leading" management companies, which also resulted in loss of life as well as total constructive loss of the ship. One asked for a copy of the enquiry reports and other documents - said enquiry continuing for a few years after the incident and pertaining to a lot that could be learnt for future generations of seafarers.

But what do you know? The answer I got to an RTI application filed almost 4 months ago, after due follow-up and First Appeal, has this to say:- "Being an issue over 11 years old, relating to the year 2000, the concerned files on this issue have to be traced from the official records of this organisation. Efforts are underway to do so, still. However, they have not been located, as yet, despite earnest efforts made towards that end by this office."

What does one say to this reality? Sure, the Joint DGS assures me of his best efforts to locate and retrieve, but is that what we have dropped down to at this office?

what's quality of life like in your experience, onboard?

Recent developments in mercantile maritime matters worldwide, certainly when in the so-called developed countries and possibly also elsewhere, wherever IMO's writ allegedly runs, tend to also bring out two aspects, neglected or simply getting worse without contest, for far too long:-

1) The quality of life onboard, including accomodation, food, recreational facilities, communication/internet and safe manning. Add to that the kind of care given by the owners for small things like cabin linen/towels, and you get the idea.

2) The real truth behind the ownership and operation of the ship including beneficiary ownerships as well as other details often kept hidden from complement and port state authorities. This is having impacts on seafarers way beyond simple criminalisation.

In other words, it is even more important now than ever before, to be aware of as much as possible before signing up to go onboard a ship. Even if you have been with the company for a long time. Things are changing very rapidly in the real world, and working for the shipping fleets, especially those registered in offshore tax havens, is not as simple as it used to be - matter of fact it is, to give an example, as dangerous as taking a lift on a dark night in an unregistered can going through certain parts of India.

This writer has come across more than a few cases lately, where seafarers suffered because they didn't take basic precautions in advance, and here are some which stand out:-

# Reach on board and discover that cabin accomodation on what was obviously a very shoddily built ship meant that even the top-4 officers shared a toilet. Which may not sound like a terribly bad deal, but what makes it worse is if the single toilet itself keeps packing up all the time, and simply can not get fixed.

# The messing onboard was on some 500/- rupees or equivalent per day pattern, which worked fine as long as the supplies were taken from the more reasonable parts of the world. However, stranded alongside in a port where there was a civil war ashore meant the sum of money did not really manage to do the needful, and for some time the Master went out of pocket till he signed off.

# The actual hidden beneficiary ownership of a particular ship was traced back to a person whose nationality and pending issues were not acceptable in a port the ship called. After some time the ship was released and sailed on, but the Master was held back, in jail, for about 7 months before he was able to buy his own wy out by himself.

# There are, ofcourse, increasingly more frequent cases of owners abandoning vessel and complement on board, not just due to piracy but also for a variety of other reasons. This happens through registered and unregistered agents, and you can not expect too much help from the authorities in such cases.

It is, therefore, increasingly apparent that you as Indian seafarers will have to look after your own interests. Make your own checklist before you sign on the dotted line, or stick with the well reputed companies, which have adherences and policies way better than what the authorities require of them. They may not pay as much, or may be more stringent on documentation and qualifications, but in the forthcoming turbulence in the shipping world and world overall - certainly worth it.

HE-Alert - the magazine for safety on ships

Now also available online at:-

http://www.he-alert.org/index.asp

Here's my short response to an article on a subject dear to me . . . read on:-


Richard Sadler's column (Alert/issue No. 23/May 2010) makes some very valid points on the relationship between finance/financiers and shipping/seafarers.

Here's my point of view, and please don't put it aside as "3rd World" because of my physical/geographical location on date - as an ex-seafarer who has been a shipbroker, into politics, as a freight forwarder, been part of bringing unitised cargo inland into India, on television as an anchor, within all forms of media and headed the Asia operations of a Silicon Valley tech company in the business of transaction management for 3 industries - financial, gaming and preventive defence - as well as fathered two investment bankers - and so I do think a bit of world view comes from New Delhi, too. Please also excuse the syntax and grammar - for the last one year I have been at it trying to also revive my CoC issued 1980 and that has been an experience, too.

1) The biggest flaw is that the seafarer is seen by everybody ashore as an over-worked donkey - which she or he is. The rest of the world has moved on, not just in reduced working hours, but the seafarer is still flogged on 4-on/8-off, or worse. Between IMO, ILO, STCW, ILO 147, ILO 163, ILO 180 and now ILO Super - everybody knows that the seafarer they visit on the ship is still subjected to something called "not undermining the authority of the Master" - in this day and age. The first thing that needs to be done, therefore, is to bring down working hours onboard, especially for deck watchkeepers, by the simple method of adopting a Master + non-watchkeeping First Mate, and 3 independent watch-keepers. At the very least.

2) The training for seafarers is still stuck in arcane subjects like magnetic poles, theory of gyro and other ancient art forms - when what is needed for interaction with shore staff is more a PR cum legal person. An average seafarer by the time he is 30 or so has spent more than 4 years learning about stuff that is going to be of no use to him, while the same time could be spent better in understanding the simpler art of collision avoidance, pollution prevention and acquiring basic economic skillsets. That's the next thing that needs to change. You want respect from your banker - you have to understand what he is saying.

3) Industry meaning shipowner - and I have spent some quality time lately with shipowners as well as taken part in piracy/hijack release discussions - considers the seafarer on board as a standing expense - whether alive or dead. As long as the CoC and other certification is in order keeping the ship seaworthy, it does not matter - the seafarer is a commodity to the shipowner. Barring passenger and cruise ships, it is better to treat the seafarer as somebody who eats too much food, and then cribs about everything.

4) Industry meaning cargo interests, port state staff, insurance the rest of them - in my part of the world, treats the seafarer as somebody from the bottom rung, like the hapless truckdriver. Somebody to hold as hostage for a period of time at no cost to anybody other than the shipowner, so why feed the seafarer in the period ad interim. For "food" read salaries, and other expenses. I have heard shipowners crib about paying salaries to seafarers who have spent months onboard ships arrested, hijacked or similar - or been jailed for alleged crimes committed while on duty.

5) On crew shore leaves, and the comparison to airline crew, very valid points. Where do we start - should seafarers demand shore leave as a right? Good heavens, even earned leave is deemed to be a "privilege" extended at the mercy of the owner, so what cost shore leave? So
would owners now start insisting that charter parties include clauses on shore leave for seafarers, or ensure additional "bonuses" in lieu, is that a thought the time for which is very overdue?
What I can not agree with, Sir, is the approach that we leave it to the bankers to administer these changes. Having been a vendor to the banking industry for the last decade, I would suggest that change in inertia level is one thing they hate. What we have to do is look within. Take, for example, the whole wonderful concept of GMDSS. Great. But how on earth did it evolve into something which did away with a Radio officer onboard, when in actual fact we need a Super Elecronics and Communication person on every Merchant Navy ship?

The cure, Sir, is from within. It is the seafarer who needs to say, OK, I am a Master, and I consider this ship unseaworthy if it does not have at least 1 more watch-keeping officer - and he then needs to work with the Port State, since the Flag State and its bankers sure will not assist.

Sincerely,
Veeresh Malik
New Delhi
India

(Courtesy of Alert! - The International Maritime Human Element Bulletin)

Here's an article published by me at MONEYLIFE, referring to the commercial aspects of claims and counter-claims when cargo ships meet accidents.

This one was with reference to the MSC CHITRA / KHALIJA III collision off Mumbai Harbour.

http://www.moneylife.in/article/8/8064.html

It is always sad to see ships collide, break their backs, capsize, and sink, especially if they are so close to port. Here major media make a circus out of what is actually one of the saddest spectacles.

The MSC Chitra / Khalija III collision outside Mumbai Harbour once again brings into focus the sheer neglect of maritime matters on the Indian coast by the various organisations responsible.

(read on)

http://www.moneylife.in/article/8/8064.html

The case of the disturbing personal eMail - NORFOLK EXPRESS grounding

The Chief Officer of the NORFOLK EXPRESS received a personal eMail while on watch which troubled him so much that he lost all semblance of attentiveness, resulting in the ship going aground at full speed in the Gulf of Suez, because he was totally distracted.

Read more about it here:-

http://maritimeaccident.org/2009/10/norfolk-worries-led-to-grounding/

The lookout has been sent elsewhere for other tasks.

To quote from the article:-

A number of lessons arise from the incident, the most obvious relates to lookouts. Many of us prefer to be alone when dealing with personal issues and its tempting to send the lookout away so we can be alone with our thoughts. Unfortunately, those are the very conditions under which we need to have a lookout present in case we get so deep in our own concerns we lose track of what’s going on.
Whatever the psychological state of the officer of the watch a lookout might have made the difference.
At the same time, two alarms were not functioning, the bridge watch alarm which should have sounded every 12 minutes, and the echo sounder depth alarm. BSU says that it is uncertain that these would have alerted the chief officer to the situation.
Two GPS waypoint alarms sounded but were not responded to.

BBC ORINOCO, where was the incident, actually?

As has been repeated in many sections of the media, the BBC ORINOCO episode off Mumbai was supposed to have taken place about 450 miles West of Mumbai. Pirates attacked, crew locked themselves up, Indian Navy landed up, crew rescued, and ship back on track again.

Brilliant work by our brothers from the Indian Navy, and hats off, thank you. Hopefully they tracked down the pirates, mother ship et al, and blew them out of the water. Either way, this blog and its writer and many of our colleagues, we thank, salute and are grateful to the Indian Navy - no two ways, the best of the best.

But somewhere the media seems to have got it, incorrect. The wire service report, PTI in this case, is here, and carried in toto by most media:-

http://www.dnaindia.com/mumbai/report_navy-foils-piracy-bid-450-nautical-miles-off-mumbai_1465678

There are some pretty photos up on rediff too, slideshow:--

http://www.rediff.com/news/slide-show/slide-show-1-how-indian-navy-rescued-a-ship-from-pirates/20101112.htm

But. But. But. Do we believe everything the media says, all the time?

Discreet grapevine informs some of us that the actual attack took place just off the Western limits of Bombay High, around 175 miles West of Mumbai, and the pirates were probably "locals".

A cap was presented to the Master of the BBC ORINOCO by the rescue team, apparently, on behalf of the Indian Navy.

So, where was this incident, and if it is right off Bombay high, then what are we looking at? One can understand the discretion on the part of the Indian Navy, but this is extremely serious, right on our doorstep and "local".

Somali piracy now all over the Arabian Sea.

And here is where Al jazeera television gives us seafarers a different camera eye's view on the issue of piracy in the Arabian Sea.

http://www.marinebuzz.com/2009/07/03/somali-piracy-al-jazeera-videos-reveal-more/

The latest attacks, 300-400 miles west of Mangalore and Mumbai, reportedly by speedboats launched from mother ship / deep sea trawlers, makes this appear as more than just some bad dream that will go away.

The bigger issues here are:-

# psychological impact of ship's complement, especially the Master, when heading through the Arabian Sea. Imagine a voyage from, say, West Coast of India to literally anywhere in the world. Are we even aware of what the Master has to answer from crew, onboard ships with nothing more than fire-hose and SSO certificates, when we also know that other ships in the area are carrying armed guards?

# will the crew/officers get their wages when captured is another issue which the Master and company do not have an answer for. A quick poll indicated that people expect atleast triple wages while captured, and some heavy insurance in case of any damage caused during the capture.

One way out would be for the authorities, DGShipping, to ensure that all ships carrying Indian seafarers should:-

* provide insurance equal to total salary paid out monthly to their families while under capture by taking out policies equal to 24 months, and then pay the hardship allowance at twice that again when released.
*provide death/disability insurance equal to atleast 120 months total salary for all seafarers trading Arabian Sea.

This would obviously be in addition to the normal insurance and other benefits in case of any incidents.

I have met some people who have been released after hijacking, or after they were jailed abroad, and most of them have had their spirits broken.

Your views, please? Why should being captured by pirates be treated as anything lesser than a major disability, while on active duty??

Do you know that some seafarers have had to beg for their wages, and what their families are going through while the breadwinners are captured??

The MLC 2010 - a view from June 2009 . . .

Here's something I wrote on the MLC-2010 about a year and a half ago.

Big question - will the MLC 2010 just mean yet another youngish inspector with attitude onboard ships, and now in office, too?

+++

Probably the most important maritime legislation coming our way is the "Consolidated Maritime Labour Convention" (CMLC). This is an amalgamation of all the various International Labour Organisation (ILO) instruments, documents and all other regulations and codes that pertain to life for seafarers - that's over 50 such international labour standards, some going as far back as the 1920s.. While the ratification and implementation criteria are already defined, and the pre-requisites for introducing it in practice are already in place, it will still be around 2011-2012 before it actually comes into effect.

What that means, in simple English, is that life at sea for law-abiding flags and seafarers onboard is about to change. Very much. The big thing it lays out is the right of seafarers to decent living and working conditions. Worldwide. In addition, at first glance, it is easy to read, and involves the view of both seafarers as well as owners/operators. And ofcourse, environmental protection - an even bigger subject under this one now.

The parts which will really interest those still at sea or planning to go to sea,  from the specific point of view of being a "shippie", which we can expect to see covered and implemented in very quick order, are laid out in brief. Broadly, these are divided into the following categories:-

1) the minimum requirements for seafarers to work onboard ships.

2) conditions of employment.

3) accomodation, recreation facilities, food and catering.

4) health protection, welfare, medical care and social protection.

5) compliance and enforcement.

So will shipping truly become the world's first global industry, with equal standards for all, regardless of nationality of individual or flag of vessel or any other differentiators? Wait, there is much more - and it probably also spells much better opportunity for seafarers who are ready to understand what is going on.

However, first off, look at the exemptions. Coastal ships, "traditional" vessels like dhows and junks, ships below a certain size, fishing vessels and some other specific types are exempted. But even there, fact remains, some amount of global standards would rub off eventually. Just see the level of sophistication and electronic equipment available on some of the dhows plying in and around the Gulf lately, for example, they put some 10-20 year old ships to shame. There is in all likelihood a "catch-up" kind of scenario going to exist here. First off, hopefully the "launches" at Gateway of India are improved.

On the other hand, the rules for implementation and ensuring adherence have just become tougher, and give Port State Control even wider and often sweeping powers. For example, Article V.6 of this Convention states very clearly that:- " Members shall prohibit violations of the requirements of this Convention and shall, in accordance with international law, establish sanctions or require the adoption of corrective measures under their laws that are adequate to discourage such violations [wherever they occur]." Ship detention can now be resorted to for simply being from a flag that did not ratify this convention, never mind adherence otherwise to the letter and spirit, which is a significant addition to and also rather important departure from the inspection based regime currently in force. Yours could be the best ship in the world, but if your flag was not adhering, then you can be detained - simple as that.

The next big thing is definition of a "seafarer". For the first time, this definition goes beyond the traditional navigator, engineer, saloon and other departments at sea - it now brings in a simple definition:- ""any person who is employed, engaged or works in any capacity on board a ship that is covered by the Convention."". That's really, really wide. Hotel workers onboard? Temporary "flying crew" joining a ship for repairs? Pilots, port or deep-sea? Cadets? Even workers from stevedoring gangs, discharging the ship? Writers, like yours truly, sailing on board for any reason soon? Training personnel?

But the biggest change is, as always, in the commercial aspects. Ships from non-complying countries will no longer be able to pose unfair and cheaper competition to those from complying countries. This is where the convention in a manner of speaking, "comes ashore". Will the laws cover everything from basic bills of lading onwards, to newer multi-modal documents, and would this then impact insurance as well as possible post-facto increase in commercially agreed on terms and conditions, as well as costs?

The debate may have just begun, the implementation is not in doubt. Overall, in this correspondent's opinion, this is a very welcome legislation for everyone.

Now let's be there to implement it? To do that, you first have to read it. All of it. Why wait for a "course", when it is there on the internet, with commentary and all?

+++

Veeresh Malik is pleasantly surprised, after a decade in the infotech industry, to see the high level of international codification and improvement in things Mercantile Marine. Both at sea and ashore.

The power of the pen (keyboard . . .) at sea and ashore

Why do you think the name of your ship is written on the bow, and not simply hidden away somewhere inside voluminous documents and drawings, or replaced by an identification number like the registration number of your motor-car? Wouldn't it be simpler to replace everything by the full style and address of the corporate entity that owns/operates your ship, or the banks that hold the mortgage?

 

No, it wouldn't. Simply because your ship is known and acquires respect as well as a reputation by its name. So, as a matter of fact, do you and all of us.

 

Likewise, your views on anything in life. You can discuss them on the dining table, duty mess, smoke room or elsewhere. Or you can exchange SMS type messages, cryptic, short, hardly understood by many. Or if you really want them to be noticed - you can take the trouble of writing them down, eMail soft-copy as well as hard-copy printout, and send them out with your name appended at the end of whatever it is that you wanted to say, ask, declare, comment on.

 

The Power of the Pen. Certainly not as mighty as the waves relentlessly whipping aside as the bows slice through them. But certainly more powerful when you have the time to put your views across.

 

Write. Today. And if you feel you need a vehicle (or a vessel?) to help get your thoughts across, then this blog is the forum where you will realise the power that writing something with your name behind it wields. Or, in case you don't want to use your name, then trust me.

 

Go for it.

Bulk Iron Ore Fines Loading in India, by Capt. T. Rajkumar, Master Mariner.

(Kind courtesy Capt. T. Rajkumar)


TOPIC: Bulk Iron Ore Fines Loading in India.
Course objectives – Safety & prevention of accidents being the main criteria. 

Ref  IMO Bulk Code.

·        Review situation in India.

·        Application of the BC Code (IMO)

Introducing the topic---

·         In the year, 2002 Iron  Ore “Fines” was sought for by Buyers abroad --to replace “Lumps” and the GOI had approved. This was a major change in iron ore cargo specs from the earlier Lumps to Ore Fines in Exports. Ore Lumps of larger size does not usually become a slurry if wet as the water drains out.

·         With Ore Prices just soaring and China Buying  the all and sundry in the private sector came into the fray.... to Mine & Sell & Ship Out.

·         Exports hit an an all time high but, Loading norms of the IMO- BC Code was not understood or heeded and the trade took many aspects for granted.

·         Also many ports that used to close in Monsoon season just continued all time.

·         With increasing demand for steel, the export of Bulk Ore Fines steadily increased since 2002.  With boom time, many older ships were chartered at lowest freights and soon shoddy operations took its toll. This eventually gave rise to  numerous Bulk Carrier casualties and especially the case of  m.v. Asian Forest, sunk outside at Mangalore and m.v. Black Rose sunk off Paradip drew attention. Refer List of Casualties on last page. This finally got  the attention of the Media- !! -then the trade and industry took notice..

We need to now ask a few queries.

·         After the 12 nos. casualties  reported  and follow instructions  by the  DG, MS Notice,  IMO 2009 Revised, P&I  Club Advice to members & Reports from the Shipp Enquiry Committee--                  What is the position today ?

·         The  awareness and application of the IMO code on loading norms , much less it’s usage is still very poor. The scene all over India is just one of total disregard with compartmentalised working.

·         Shippers need to address the instructions listed in IMO BC Code.

Q: Who will control this ?

·         Refer current practices in the Iron Ore trade and -it is a shocker. Ore Fines is exported all the year round and no stoppage in Monsoon season.

·         Ore is mined and crushed at Mines from Bihar to Jharkhand/AP-Karnataka  and transported in open trucks /rakes to shipment ports. During the monsoon rains the ore piles remain  in the open yards and the moisture content exceeds limits . With heavy rains, pools of stagnant water are seen water but many Shippers wish to continue  loaded Wet Ore.

·         Refer current practices in the Iron Ore trade and Media Reports-it is a shocker. Fines is exported all the time and no stoppage in Monsoon season. Ore is mined and Crushed at Mines from Bihar /Jharkhand/AP-Karnataka  and then  transported in open trucks /rakes to shipment ports. During the monsoon rains they remain  in the open yards and the moisture content exceeds limits . With heavy rains, pools of stagnant water are seen water. This has been photographed and even reported with a caption "Ore in a lake of water!!

·         However despite all circulars and guidelines many Shippers wish to continue  loaded Wet Ore. How does the Ships Officer - Owners and relate with Shippers and Port Authority here on such matters .

·          If a Prudent Master stops loading-- will his vessel be shifted to Outer Roads. (It appears that Ports can be quite unreasonable to achieve a fast turnround).

·         In monsoon rains and cargo soaked on open stacks results in - “Ore Fines getting soaking wet. Thus M- TMT does increase beyond permissible limits  ...will turn into a Slurry and this is unsafe for loading for sea passage.       The Mangalore casualty was seen as a direct result of this as Reports will indicate.

·         The excuse given by Shippers and Assayers to the Shipping Enquiry Committee -Quote “Unable to assess M, FMP of large Bulk Quantity” unquote. This is quite an absurd statement.

·         Loading even in heavy Rains continues today despite various guidelines.

·         The problem really begins here.

·         Who will Monitor this?

·         What Loading supervision and control do we have ?

·         What is the role of Port Authority .

OPEN HOUSE –

Addressing key factors:

What can ships personnel do ?

·         How is the   Ship’s Officer managing the loading ?

·     Does the ship’s officer  inspect cargo  stack on jetty and do the ‘Can Test’.

·         Does the Ship get a  correct   quality Certificate from the Shipper’s Assayer ?

·         P&I Intervention – What is the experience on this assistance on application of the BC Guidelines ?

LOOKING AT SOLUTIONS.-Start at Fixture time with Shippers and Load Port—seems like a good place to begin but this is entirely a Ship owners decision. 

·         Supervise Loading -don't leave to chance.

·         Be totally informed and communicate.

·         Have Sampling & Testing organized  standard, calibrated equipment please-

·         Trained and competent samplers & analysis.

·         Inform Pre-shipment  specs. to Owner & Master in advance by email.

LET US NOW ADDRESS COPING SKILLS --

1) The 2009 edition of the IMO Bulk Code is really  an excellent doc; Possibly the best edition seen till date and is most comprehensive.

The first 44 pages of instructions itself tells it all- .So also, DG circular on ore loading.
Q:  Have Shippers ever read this or much less used it. 

2) In all fairness, the problem is more in Monsoon conditions with soaking wet ores. Then we also see the lack of regard for Trimming & levelling in stow.. the Shipper is quite oblivious to all this and rests in his "Angle of Repose!! (Sorry about that dig, but it is a fact).

3) The situation in 2007 & the casualties was mainly with old ships and poor management in all aspects of PSI- Load -stow-trim  sail-  fast turnround go.. go--.

This problem mainly arose due a total disregard for the IMO- Bulk Code norms and too much of commercial pressures and this  is quite evident. No doubt 2007 was a bad year-see casualty statistics.

4) The Port Authority's role in this seems to be a limited one, despite what ever legal instruments may exist. The Major Ports Act itself is nearly a 'century old' and  Ports  only respond as Custodian or bailee of cargo etc-so no real proactive role is seen on Cargo Loading matters. The Ports main priority being the turnround and Qty-Output/ shipped mainly.

5) With so many new ports and "inexperienced” personnel, mostly untrained in BC Code the "awareness’ to BC code  is  a key to correcting the situation. Regrettably, we also have today much confusion caused by some dubious Operators  who have not read the directives on loading of Iron ore fines. Then some Operators inc Shippers just do not cooperate and disregard all risk control guidelines.. 

The paradox is whilst all loading directives and control is about due diligence being exercised in the interest of safety, the fact is that few shippers cooperate.

ADDRESSING THE MATTER

Finally, a Preshipment inspection procedure was laid out by end of 2009- and has slowly gained acceptance.i.e. even before loading commenced as the Port Rules do not permit  "Wet Ore" once loaded in holds to be discharged, resulting in an impasse. P&I support and loss prevention measures came to assist the ship master from the arrival of Cargo, with sampling and testing ( PSI ) to loading and final topping when sought by Owners.

REFERENCES:  

IMO, BC Code 2009.

DG Shipping Circulars & MS Notice

P&I Club Circulars

Apart from the above, the National Shipping Committee also met. The GOI Circular from Delhi of May 28, 2010 "guideline" was issued.

Finally in 2010 we seem to have arrived at a reasonable consensus to Monitor the work with P&I support as follows:

Ship & cargo survey attendance to include:

1)  To inspect the cargo at shippers stock yard before arrival of the vessel and to carry out joint sampling with shippers representative / surveyor.

2)  To carryout analysis of one composite sample for Total Moisture, Flow Moisture Point & Transportable Moisture Limit.

3)  The test results of TML to be made available to the Master of the Vessel prior to loading for reference.

4)  To attend the vessel on arrival and carryout monitoring survey of the cargo to be loaded.

5) To Carryout Regular CAN Test and Instant Moisture Test of the sample at hook point during loading.

6)  If a parcel of cargo is suspected to be wet during loading and bringing it to the notice of the concerned. 

7) Surveyor will allow such cargo to be loaded where moisture content is found to be less than TML.  If moisture content is more than TML then please recommend Master to reject such cargo. 

8) OPTIONAL- To carry out initial & final Draft survey and assist Master in stowing and trimming of cargo after loading.

SUMMARISING: 

Ships condition apart--bulk loading can be well organised and managed if basic norms are followed  I do believe this can be well managed with Cooperation from all, plus a better knowledge of the BC Code in loading and esp. due respect by shippers for the specifics.

As a former Surveyor to the mechanical ore Terminal at Chennai (commissioned in 1978 ) operated by the Port & MMTC- we had good results and work progressed with due cooperation from all with successful outcomes.

Time changes many things with expansion and costings and degeneration often sets in when unchecked. This matter was earlier taken up for Masters Revalidation Course. It was  also presented at the Nautical Inst. Chennai Chapter seminar by me this year.

All P&I Clubs have published papers on this matter and it is just a matter of taking this procedure across to Trade –i.e. Shippers and all connected inc. the Port Authority,

There is a serious need to build better Awareness to the BC Code within the shore support sector attending bulk cargoes. 

NOTE: In the 1987 -1992 period Bulker Casualties  were reported all across the world and esp at high loading terminals. In the1990s when the Master's Revalidation course was set on stream "Bulk Carrier disasters" was a key subject- Senior mariners will recall the case study  of the m.v. Derbyshire. The Nautical Institute and later the Classification societies had done much research on Bulkers and provided valuable data. Sadly, all is now archived in vaults. History repeats is a truism. A few problems had also surfaced in India--but did not lead to a sinking. Generally it was Improper loading/overloading, heeled and with torsional deflection - inability to  close hatch covers with disregard for trimming

RECENT CASUALTY STATISTICS

No	Vessel	Load Port	Sailing	Incident	Date	+
1.	m.v. WEN  QIAO	India	..08.07	Capsized and sank at North Korea.	17.9.07	1
2.	m.v.CHANG LE MEN	Mangalore	05.09.07	Beached with 35 deg list near Mangalore	6.9.07	-
3.	m.v. DISCOVERY II	Haldia	18.9.07	Developed severe list and entered Port of Vizag for disch.	21.9.07	-
4.	m.v.VIEN DONG 2	Haldia	26.9.07	Beached with 20 deg. List off Car –Nicabar Islands	30.9.07	-
5.	m.v. HENG TAI	Haldia	27.9.07	Capsized and sank at Andaman Sea – West of Bangkok	2.10.07	2
6.	m.v. ASIAN FOREST	Mangalore	17.7.09	Sank off Mangalore	18.7.09	-
7.	m.v. HODASCO 15	Calcutta	…8.09	Capsized and sank off Malaysia	30.8.09	-
8.	m.v. BLACK ROSE	Paradip	..09.09	Sank shortly after departing	9.9.09	1
9.	m.v. VINALINES MIGHTY	Paradip	..09.09	Serious list short after sailing and returned to load port.	10.9.09	-