First hand view from an Indian flag ship . . .

Here's a copy of the letter I wrote to DG Shipping and others a few
days ago, in context with this business of different letters
pertaining to service onboard Indian flag ships.
1) The "articles of agreement" which is the official document that
will hold for all legal purposes. This is between the shipowner, the
Master and you and is what is the document required under the Merchant
Shipping Act.
2) The "appointment / agreement", call it what you want, between
somebody else and you. Usually a "manning agent" who is working under
the same MSA but under the RPS Rules which were issued by DGS!!!
+++
To: The DG Shipping, Govt. of India, Jahaz Bhavam, Mumbai.
cc: The Nautical Advisor,Govt. of India, Jahaz Bhava, Mumbai.
dtd:- 21st September 2011
Greetings & Jai Hind!!
As you may be aware, seafarers joining Indian flag ships typically
sign atleast two documents, if not more, pertaining to their
conditions of emplotyment on board, wages, terms and conditions,
taxation,benefits, insurance covers, and other related elements.
1) Articles of employment as seafarer, an official legal document
issued by the Government of India, and signed by the seafarer, Master
and shipowner. Wages shown here are to be atleast as per IMB/MUI
agreement. There is nothing that prevents higher wages or benefits
being paid to seafarers in this.
2) Another "agreement" or "contract" signed with the RPS agent which
is totally at variance with the above. Wages shown here are different
from MUI, and contradict the basic tenets of the MSA, the laws of the
country, the taxation issues,IMB/ MUI agreement, as well as any form of
natural justice. In addition, this appears to be intensely one-sided
against the seafarer, and is reportedly also filed with the office of
the DG Shipping - especially when performed by RPS Agents.
In the first instance, I would like to know if the office of the DG
Shipping is aware that such dual agreements are now almost an accepted
fact of life, apparently endorsed by the office of the DG Shipping,
Government of India, by reasons of common practice over the last few
years.
In the second instance, I would like to know what the office of the DG
Shipping proposes to do about this, since it appears to be a rather
untenable and unsustainable practice, not covered under any part of
the Merchant Shipping Act as well as against all basic laws pertaining
to employment as well as other related factors therein, which I shall
be glad to outline if you so desire.
I look forward to your early reponse on this subject, and thank you
for your kind co-operation.
Sincerely . . .
___
___
Obviously, the DGS has not responded, it willtake an RTI to get them
to respond. But meanwhile, from onboard an Indian flag vessel, the
sub-standard work conditions and total sweatshop attitude continues to
prevail. Salary cuts are arbitary, working conditions terrible, and
there appears to be a fear generated atmosphere onboard which was
never there before.
+++
I know much more on what ails Indian shipping now - and only wish it
was made compusory for ALL peope ashore in shipping, especially in
government as well as IRS, MMD, teaching, Port State Control and
similar, to go to sea for 3-6 months every five years.
On Indian flag ships.
THAT would really wake them up.
In my case, the bedbugs on board this ship have woken me up, I am out
in 5-6 days. That, and the crummy company on board - the ChEng, with
hardly 2 weeks under his belt, is moving on too.
+++

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.

SAILOR TODAY Awards 2011 . . .

Hello Friends!!!
The 10th ANNUAL SAILOR TODAY SEA SHORE AWARDS
In Association with: Videotel London,
Supported by :BIMS, Thailand
Endorsed by: INSA, MASSA, FOSMA
Will be held on 12th of March 2011!!!
If you think, you or a friend of yours deserves to win this prestigious awards, click on the link below, & fill up the nomination form right away!Join us to make sure only the deserving walk home with the trophy!!!
The entries will be evaluated by a panel of judges and the recipients announced prior to the function. Since the awards are non-competitive in nature, there can be more than one recipient in a category. The recipients will only be selected from within the entries received, and the decision of the panel of judges will be final and binding on all nominees.
Other Upcoming Events:
Sailor Today Cricket Cup 2011- Mumbai
Thank You!!!

Manu's scripts: Calculated mistake.

Manu's scripts: Calculated mistake.

"For most of my working life I have been told, by the cabal sitting ashore, that crew costs are rising unsustainably and that we Indian sailors are- to use a favourite banality- ‘pricing ourselves out of the market’. So you can imagine my surprise when I read of a Lloyd’s List article that said that, since 2003, when the the International Bargaining Forum began, ”the costs of the 23-man model ship used as the basis for negotiations have increased from USD 42,794 a month to USD 54,850, a rise of 28%”. Coincidentally, another report I ran into, this time by Moore Stephens, says that total ship operating costs fell between 2% and 8% in 2009 after 7 years of rise, although they are expected to be marginally higher this year. The nine year average rise is between 6 and 7 percent.""

Read on, click the link . . .

Alcohol at sea, drinking on board, and booze tales

One of the more interesting aspects of going job hunting for a berth as 2/o or C/o has to do with the way fleet personnel try to wiggle the truth on alcohol out of you. Mind you, most of them look like they can't last till noon without a few themselves, but then, they're not on the chart table or in the engine room anymore.

Here's a very interesting and realistic article, story, report on the realities of alcohol at sea.

http://seashockers.com/the-seafaring-articles/the-seafarer/drinking-at-sea.html

I particularly like the part where the writer brings out a truth - more people at sea drink alone in their cabins now, instead of socially.

As for me, I did all I had to do as far as booze and nashaa were concerned when I was young. Now it is a glass of wine every week or so, or none at all.

But they still peer at me and drop leading questions!!

Georgia, the country, capital is Tbilisi.

I have a regular reader in Georgia, come on, who that?

OK, here's something more on Georgia - the country - their "ticket" is acceptable and on the white list. Helps a lot of people who, for any reason, may be stuck with their CoCs.

http://maradgeorgia.org/Circ_No_10_280409.pdf

Norwegian pattern exam, objective, go for it. And Tbilisi is a lovely place for a lot of things, not too expensive either. And Batumi beats the whole lot. Can get there by train, too, from many places.

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	-