I can’t speak for the unions other than AMO. They all are representing the members as best they can. The politics and major money against them is a tough journey. Ain’t that easy folks. Be glad they don’t give up the fight.
Some Jurisdictions take PSC inspections seriously others are not interested in anything other than the bond store. OVID inspections are normally pretty though.
By the way have you looked at the wording on the Liberian Safe Manning Certificate. The master is responsible for ensuring that the number of personnel specified is sufficient for the safe manning on the vessel. Genius.
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The Master shall also ensure that they hold the required CoCs, has the required training per STCW and work/rest hours is per IMO/ILO requirements.
As for himself, he “shall ensure that he gets enough rest”
But he must always be available, preferably on the bridge, when necessary.
Personally I spent 52 hrs. on the bridge w/o rest, trying to avoid a Typhoon in the South China Sea on a delivery voyage with a scrap ship from Singapore to Taiwan.
(Before STCW and Work/Rest Hour records were invented)
I spent a similar amount of time avoiding a super typhoon north of Calayan island on a voyage from Singapore to Ulsan. All the containers remained secured but two ships foundered.
Is there a “Maximum Safe Manning Certificate”? We all know what MSMC means. Even the GOV.UK leave out the word “Minimum” in saying “How to apply for a safe manning document”. There should be a “Practical Safe Manning Certificate” PSMC. The point is that ship owners / operators seem to think that a vessel will operate continuously on a MSMC. This level of manning is designed so that a vessel can sail without certain crew members if sick or injured as long as the crew still amount to that on the MSMC. But no. The ship owner receives the MSMC and thats it. Bob’s your Uncle, Fanny’s your Aunt. Get on with it you lucky people on board. Hmmm.
Regarding a Master spending 52 hours on the bridge without rest for whatever reason. The question must be asked as to the effectiveness of his decision making after such a long period “without rest”. I think the ball bearings would have been getting revolved in your hand by then and all Officers being queried about what happened to the strawberries. No offence intended.
Having sent many scrap ships for delivery Bangladesh, it is easy. Before departure all spare parts, stores and useful equipment aboard are removed for further use on the fleet. Fuel and lub oils are minimum to arrive empty. A crew of six is recommended to reduce repatriation costs from Bangladesh. Three on the bridge, three in the engine.
Only time in my life I have used anything but coffee to keep me awake.
Made it to Kaohsiung, though, although with some difficulty due to rivets failing, causing #1 Hold to flood. Had to pump water into #5 Hold to keep the propeller in water.
Luckily the Singaporean C/Eng. managed to keep the old B&W working. (Ship built in the early 1930s)
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Yeah I have some horror stories also but maybe for another day. Happy to be permanently on land now and not “Between the Devil and the deep blue sea”.
What happens to the MSMC for these “Scrap Runs”?
The problem with these tales from back in the day is that most mariners today have up to date knowledge about the effects of sleep deprivation on cognitive function. Perhaps back in the day they sounded impressive but the impression today is more likely that perhaps mariners then were taking higher risks than necessary without being aware of the effects of lack of sleep.
Mariners then (and now) had to way risks against each other and take the action that represent the lowest risk.
If you are facing the risk presented by a Typhoon vs. the risk presented by fatigue/exhaustion and breaking the wok/rest requirement, the choice is easy.
The work/rest rules don’t apply in an emergency.
Thanks for letting me know.
The point is, regardless of whatever the facts may have been: telling a story from back in the day when the risks of sleep deprivation were underestimated, today that type of story is more likely to result in reactions like this:
The fact is; the story was about something that happened a long time ago.(1974)
The choice was between; to remain on the bridge, or to leave decision making to inexperienced Mates in a critical situation.
Yes we all know more about the effect of fatigue and sleep depravation now, but that doesn’t change the facts that the risk from the Typhoon (and an old ship heading for the scrapyard) was much larger than from fatigue at the time.
To write about it doesn’t mean that I recommend staying awake for prolonged periods, or are ignorant about the effect of sleep deprivation.
You have probably done some things that is not seen as “wise” today yourself. (??)
Maritime history is full of stories about things that happened that is not recommended today.
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I don"t believe you. Heavy weather is not an emergency or a critical situation and your voyage was to Kaoshiung to scrap the ship. Why didn’t you just slow down for a rest? What was the problem?
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How good a job the union is doing in that regard is above my pay grade, I don’t have much of an idea how likely increasing the MSP and the company agreeing to add an extra officer.
It is possible that the company might be able to add an officer and negotiate with the charterer for an increased daily rate to cover at least some of the additional costs. Having to adjust the coastwise schedules does cost the charterer some extra money and even then we are still not 100% in compliance.
Heavy weather is not an emergency until something bad happens as a result of it… It was critical in my line of work, I tried to avoid it when possible, sometimes you can’t get away from it. Nature of the beast. Spent time and days off Hatteras and Cape Fear more than once hove to and going backwards with nowhere to run. Fatigue? Protecting the vessel and crew was my top concern, not the ETA or rest hours.