Captain, Master, slave under "IT" & administration.

Being a Master (or Captain like it was called in the early days).

(If you manage to stay awake, I have posted "a piece" of my job description at the bottom after the pictures)

After working as a Captain for a couple of years, I expressed my frustration over some work issues to my father. He replied  that it could be lonely at the top, a very important thing to bear in mind is also to remember that you are not paid to be popular, that being a Captain is not always a "walk in the park",.. 

But looking back,  I think that, like in many other management positions, it has got it's "pro et contra".

In the early days I was very passionate about my job, and wanted to be correct and precise in every way. But trying to achieve perfection in my profession is impossible.

In this ever changing legislative, administrative and  organizational work climate, combined with the fast changing technological evolution..It is a challenge to remain sain. Master work today is more of an office clerk than the traditional mariner.

I usually refer to the introduction of computers into our every day life.

The "blessing of man kind" turned into the "conqueror of our lives".

I dare to say that I spend at least 6 hours per day in front of my computer.

To have done that for 20 years divided by two(since I am at home half the year).

10 effective years of experience with computers should have given me good experience.

I should be able to call myself an experienced computer user. But no, no, no.

If it is not hardware problems, then it is operating system problems, or software development problems. Why is it that software developers are allowed to sell unfinished products? Why am I, onboard the vessel when trying to do my job, the man having to assist in developing and finding all bugs in need of fixes without being compensated? Nowadays we are also required to maintain "watch keeping" of the mail box, many people ashore expect replies of their mail instantly. Connectivity is also a big issue on some vessels, as well as the speed of the internet (band-width). The modern Masters has to accept frustrating feeling of "unaccomplishness", after a long working day of attending zillion things of what maybe 3 items reached its completion. days filled with being unfocused, distractions etc. Main reason for the frustration being "the mail In-box".  

I have realized that there are many battles to be fought, but with age and experience you learn that 

Me, myself  and I, will be the one most affected of the warfare, and quite often in a negative way.

It is tiresome to "bark up the wrong tree", " pee against the wind", and it is quite often useless.

I am now only focusing on "the important stuff" things that I might be able to change..

or things that are importantly to safety or the well being of my vessel and/or crew.

I would like to give you a link to a funny drawing made by the  Dutch Radio Officer

Roger Mekels " This is our Captain....and this is how he is seen..." Very much to the point, and this to emphasize that not many people, even within the industry,(clients and management ashore) understands our situation out here and how our working day looks like.

 http://www.marine-marchande.net/Captcoz/poster_capt.html

I myself, pictured myself in the early days as in this photo below (Curtesy Gorthon Lines)

Shore management picture me like this...

How the agent from shore see me.,

(After shipyard...sign and stamp please... 1,5' pile of documents)

How my crew see me...Office on the Bridge.

But hey..I have an interesting job, splendid colleagues and mostly sunshine during my days

This "primal therapy" blog just a way of explaining the difference from former days Captains.  

Functional Duties Master

1. The Master has the overriding authority and responsibility on matters affecting the

safety, security and pollution prevention. The master may request the Company’s

assistance when necessary.

2. The Master’s full responsibilities are the safety of lives, pollution prevention, ship and

cargo. In addition he/she has the overall responsibility for the entire operation of the

vessel and in ensuring that the Officers of all departments efficiently discharge their

duties. All departments are in all respect subject to his/her order. While in

command he/she cannot delegate his/her ultimate responsibility to any other Officer.

3. Nothing herein is to be constructed in any way to relieve the Master of his/her full

responsibility for the ship and the efficient organisation on board.

4. The Master is to bear in mind that the welfare and happiness and close co-operation

of all members of the ship’s Company is his/her direct responsibility. Every effort

must be made to ensure the smooth and efficient operation of the ship. Care must

be taken in order to avoid the misuse of authority and it must be observed that

command leadership should rely primarily on example and personal respect rather

than rank.

5. To represent Owner’s and be responsible to them for the safety and efficient use of

their assets and personnel.

6. To ensure the ship’s activities are carried out in accordance with procedures detailed

in Management System.

7. The Master is authorized to sign Lloyd’s Open Form.

The Master shall:

1. Have sufficient knowledge of the Company’s Management System

2. Know where to find relevant procedures and work instructions

3. Implement Company’s Policies through:

a. Reviewing any new policy with all crew and giving employees a chance to ask

questions,

b. Presenting the policies to all new employees,

c. Maintaining high standards of safety and environment protection,

d. Good communication with crew and onshore management,

e. Team work and high morale of all personnel onboard,

f. Necessary training,

4. Motivate the crew in the observation of these policies;

5. Issue appropriate orders and instructions in a clear and simple manner;

6. Review the Company’s Management System and reporting its deficiencies to the

Company’s Designated Person and HSE Manager;

7. Verify that specified requirements are observed;

8. Be familiar with Flag state rules and regulations;

9. Carry out the Charterer’s instruction/orders in accordance with Charter Party, and cooperate

with the Party Chief on relevant operational matters;

10. Ensure that the ship is fully equipped, well maintained and in all respect seaworthy at

all times;

11. Ensure that all operations onboard are carried out safely;

12. Be responsible for general discipline onboard;

13. Ensure that all vessel’s equipment is in good order and well maintained according to

PMS;

14. Report to Line Management, without delay, incidents which take place onboard and

ashore, if this affects vessel;

15. Have full operational understanding of all navigation related equipment;

16. Ascertain that he/she and the Chief Officer and Chief Engineer work together in cases

of abnormal conditions, in order to benefit from each other’s knowledge and

experience.

17. Follows up the budgeting and ensures that the budgets are kept. However, budgets

and cost control are tools ensuring best possible use of available resources and never

have priority over safe operation of the vessel;

18. Ensure that onboard narcotics and controlled drugs are properly stored;

19. Care for the general health and hygiene;

20. Contact the office until he/she has a clear reply to his/her first request;

21. Calculate and advise the office of marine crew wages earned;

22. Ensure that vessel is adequately manned at all times when in port, either anchored

or alongside;

23. Ensure that any discharges are conducted in accordance with MARPOL and applicable

local regulations;

24. Ensure that the vessel’s logbooks are kept updated at all times;

25. Keep him/herself informed, via the Chief Officer or other means about the ship’s

draft, trim and stability conditions;

26. Keep him/herself informed of and actively participates in planning, calculation and

execution of navigation at all times. Ensures that strict bridge routines are kept and

that watch instructions are followed;

27. Ensure good communication between Instrument Room and the Bridge;

28. Actively participate when navigating with pilot and ensures that the pilot is well

informed about the ship’s maneuvering capabilities;

29. In co-operation with the Senior Officers, ensures proper training, evaluation and

reporting of all personnel qualification in accordance with Company requirements;

30. Ensure that the ship can be contacted twenty four hours of the day;

31. Nominate GMDSS operator;

32. Ensure that all persons who are assigned duty as officer in charge of a watch or as a

rating forming a part of a watch is provided a minimum of 10 hours of rest in any 24

hour period. Ref. STCW 95-Chapter VIII, Section A-VIII/1;

33. Ensure that the Chief Officer is familiar with Master’s duties and responsibilities in

case of Master’s absence;

34. Ensure that the ship’s survey status and certificates are up-to-date;

35. Ensure that drills and trainings are scheduled, planned and carried out as per

requirements;

36. Commit to Company’s Safety & Quality Management System;

37. Conduct a written handover as a Master and make sure that every officer on the ship

does the same;

38. Perform crew appraisal according to company procedures;

39. Perform crew disciplinary actions in line with company procedures.

I think most is covered, might have missed something though, 

I am after all only human... 

Hen "S" & Mauritz with the Muscovich

Yes, 
the chicken came first. (or young hens) and now we are eagerly awaiting the eggs.
And to play it safe Astor also got a small group of Muscovy ducklings..great egg producers if you give extra protein...(pasta or macaroni). Bonus also being them feasting on the slimy slugs, littering our garden nowadays in the summer time. Kind of wondering if the eggs will taste a bit sluggish??

 Welcome home

 Not yet much of a Rooster

 Head piece..

Closy cozyness 

 Excursion

 Marion..

 The Muscovich

Facebook

No more...

Yes... today I did it. Erased my profile and started my new life. Finding that I do not contribute to fb society anymore, and scrolling thru the pages takes more "real life time" away from me. I understand the catch, why it is easy to get hooked...we all as humans tend to remember the positive and good things of the past rather than the unpleasant. Our child hood and youth are filled with fond memories, and off course the friends we make, on our life journey are a part of that. But as life goes on, we kind of drift further apart as "the present" takes up a lot of time. Anyway, if we really miss someone, just "google" them up and give a buzz. With today's technology we are all but an E-mail or phone call away. 
Some friends know about my view on Apple and their monopoly, the same analysis I now make of fb, but hey! it is a free market and we human wants to be led, like a heard of sheep, some of us want to lead(Apple and FB). More and more of our daily life gets touched by fb, and I now want to see how difficult my life will be without it?
 I will now try to reduce my "Internet time" and live the real life, not only read about it.

 

No more face..fading away...into the haze...

    

Work climate & cultural differences

In my line of work I meet many people from different countries. I also work closely with various authorities,  officials and entities, keeping the maritime industry afloat. There is a history of exchanging "tokens of appreciation" for a good job done after a completed operation. This between the stevedores of the port, and Chief Officer of a vessel. Stevedores receive a couple of Whiskey bottles, and Ch.Off receives USD50(neatly folded inside a hand, transferred during the hand shake). There are even ports where Ch.Off/Captain, have to sign a receipt for this little gift(probably enforced by port accounting). Then you get to the ports where you are expected to "bring gifts" of various values, to "Tom Dick and Harry..."this to enable a smooth operation.  Nowadays off course not in line with all companies corruption policies, but all people working internationally knows that this is the only way of getting work done since we humans are greedy by nature.

Best places in my opinion, are the ports were the agent informs you how many people will board your vessel on arrival, and how (what) amount, and type of gift are expected(like a price list).
But there are countries were officials are using their authority to gain favours in terms of products from the vessel or even plain cash(USD). Made up problems in documentation, delaying operations or services which could be quite costly for any ship owner. As a Master this is very irritating and frustrating as you have to balance the pro's and con's. You have to decide how much shafting you are willing to accept. Worst places have just a scruple less fool, with no moral, making up his "list of gifts" as he walks thru the vessel (Inspecting).
A few years back I was working West Africa and made a few stops at this particular port. Below a few pictures from the anchorage and port.On one occasion we arrived early morning and the inward clearance took 6 hours. The boarding party, men and women, seemingly relatives, but all insisting on being officials, focused on the crew sea mans books, knowing that there might be some old entry from years back, and other vessels, not being completely filled out. And sure enough a few of the sea mans books had old entries from previous vessels, were the master signature was missing. And subsequently I as Master of this vessel(myself) were at fault for hiring crew with erroneous documentation. But as always, the reason for this "made up" problem was to attain "generous gifts" from our slop chest and dry store, our stores and stock already extremely low since we just arrived from a project  in another country, and main reason for this port call was for to get provisions and stores.
They managed to get their bags filled, and cleaned our soda store out to the last case.
Later that day, in the early evening, one official returned, this time in full gala uniform, he asked if I recognised him?
I confirmed recognising him as the "head honcho" of this mornings ordeal. He then opened his bag, revealing a case of Coka cola light, and claimed that I had exposed his family for the risk of poisoning since the case had passed it's best before date(it was expired). Knowing that we now had fresh provisions and new cases of soda on board, he requested me to exchange his expired case for a fresh case. I was very tired after a long day, and suffering from a head ache. Tired of all this BS and hassle, I kindly explained that there was not to be an exchange, the demanded "gifts"of this morning was none returnable, and none exchangeable.
The "gala uniformed official" eyes turned very black and he spent the following 30 minutes explaining in detail all kinds of problems, me and my vessel could be exposed to if the exchange were not to be. Finally understanding my position with regards to the matter, he packed up his expired case of Coke, and departed with a final threat. Do I need to state, that next time I came into this port, all sea mans books old entries from previous masters and their vessels were just perfectly entered and correctly signed, what a remarkable coincidence..

Tanker at anchor

  Fishing boats at anchor

Garbage canoe, ordered a garbage collector while at anchor.

"Michael Jackson" danced during the whole operation

 Fishing vessels arrival back to port, crew doing their "morning toilet".

 No worn personal protective equipment, not much worn at all...

 Busy discharging alongside

 Lunch break, resting in the shaddow.

 Off loading heavy metal, "tally man".

 Good thing, to wear a helmet, if the load would drop on top of him?!

 Tug-master towing tug-master with truck cabins from the Netherlands.

 Ooops..flat tire!..

This Manta ray(with pilot fish) was playing around our truster wash during a day at anchor.

Dangerous US-OCS-work?

 (Google'd) Photo is not from incident described below.

A DP OSV-vessel causing a sheared wellhead in the US-Outer Continental Shelf. Attached the link below. 

I find it utterly disturbing that an oil company are hiring an operator without a certified ISM system? How is that possible? How can an operator be allowed to conduct high risk operations offshore, without properly documented system of procedures or routines? 
I would like to see the root cause on that one.
I find it worrying that US-authorities issues "recommendations" instead of properly legislate the introduction of the described measures. The recommended is, what I thought was, the only safe and proper way to conduct offshore operations. I thought that was the norm? This could be interpreted as that the industry in the US has been given "lee-way" for the sake of "oil- independence" and profit. Such a legislation would have had a negative impact on not only the oil-independence but also reduce the chances for the lobbyists arguing for the lifting of the US-oil export ban.
It seems like our company, one of a few serious operators, who are working hard and spending a lot of time, effort and money on conducting the safest operation possible, are a small "elite club".  In our effort to achieve this, we will require a slightly higher day rate than the un-serious player. 
I am sad to see the Industry and governments, biting its tail, not "walking the talk" but rather undermining the safety culture by hiring operators for lower rates and higher risks for the human lives and environment.  Striving for perfection when starting my officer career, feeling frustrated about the vast amount of rules and regulations to comply with, my wise father told me to"mellow down" since there is no way to "tick all the boxes" and maintain sanity. But I am sure he would be equally saddened to see the path taken by the industry, trading off safety for progress.. the dollar rules in a destructive way.

 
Below the link to the article in "gCaptain"
http://gcaptain.com/uscg-bsee-issue-safety-alert-following-dynamic-positioning-incident/