Doing our Competency Exams

PREAMBLE

The traditional and statutory requirememnt of completing the required "sea time" and doing our competency exams was held in great reverence in our time-The ships job and employment was all that held us together for our livelihood. In fact many of us helped to support our parents and siblings at home with monthly allotments-although on a meagre salary.That was a different time altogether and an era of  "Family first"- This applied to all of us working on ships at that time.

Recently I met a ships colleague at a function and was so happy to meet and chat. He is 3 years older than me and linked from 1967-2nd Mates Exam days of LBS Nautical College student life. We recalled the exam days including the boarding & lodgings esp; We spent some happy time and laughed  about our student days and the sheer simplicity of life then post sea for  Exams and the conditions that prevailing . 

Life ashore during our Competency exams-at Bombay.

In October 1967, I had completed my sea time and got off the coastal tanker m.t.Jag Jwala  for  appearing for the 2nd mates exam at Bombay. I had studied in my last year as an apprentice and as was the practice then The Self Examiner model test questions (called Selfi) and all text Books were carried by us. Besides Dufferin training held us in good stead.

Writtens and Oral examination, LIfe Boat -survival at Sassoon Docks, Radar at LBS COllege , First Aid at St John Ambulance office and the Defense Course at Navy office was all added in the list.  ROR & Orals was seen usually by all as the greatest challenge.

Boarding & Lodging at economical terms was the greatest problem in Bombay then and even later. I had initially used the Seamans club, Ballard Estate Bombay which provided a share space (divided by a wooden partition-not a room) for 3 weeks but that was only allowed for maximum period of 30 days then and then you had to leave as per rules.

The next choice was Sagar Vihar -a small building which was a Udipi Lodging on Frere Rd fora very short while -- a very  down to earth lodge, but decently maintained. The food was of course  just a Thali of Dal - Bhaath and veg with pickles and pappad at Rs 5/ room delivery! I had used the place for a short while only. Later, I shifted  into LBS Nautical College Hostel at Hay Bunder, 3 km from Reay Road station following the normal "wait your turn" procedure vacancy booking through the college secretary, who was very fair and kind. 

The college hostel was much better, clean, neat and quietfor study. I did my 2nd mates in Dec 1967 and cleared all straightaway.

Then in 1970 1st Mates Exam study there and cleared. Only at Masters time in 1973  I stayed outside ina rented place in Bandra, as I was married by then   .

All ship's personnel  did our Exams with a study friend as it was a great help to both and so it was with me also. We shared books, notes, ideas and practiced Morse signals on a Torch and even  ROR model questions and the MS Safety Notices with typical questions asked for the greatest challenge then of the grilling called --"Oral Exam" --viva voce, which usually was left to the mood and personality -whims and fancies of the MMD examiner on that day.

LBS College faculty were excellent , kind and helpfull--all of them supported students with great patience and helped us in every way. I can never say Thanks enough to all of them and my Salutations always to each one.

                                        LBS College entrance 

Whereas, the MMD Examiners were just awful. They were viewed by all candidates as just aggressive bullies -typical Babu style. Some copied the negative styles and traits of of the earlier colonial era with a harsh dictatorial, condescending  outlook. A small omission like a Tie not tied properly was a Fail case and the order was -     " Get Out, Fail, Come next month  barked out like a Capt Bligh of the Bounty in command. We just said Yes Sir & left. --that was all. Many candidates faced serious problems, were severely discouraged and some had to switch to Calcutta MMD which was far better as  the treatment was fair and very cordial. It is a matter of regret to state all this  in a blog post decades later-but is a Truth.In that era bullying and harrasment at exams was more common than realised. Later it was again a greater  mess as corrupt practices crept into these Govt offices, as I am told. The entire system was unable to cope as is is even now. 

I was fortunate to manage reasonably well as I used to study a lot and did my Revision extensively --but still felt the tension and the oppressive behaviour--

Overall, for many it was a difficult time, especially  in Bombay.

But that is Life--we learnt to take it all in stride and Life went on .

TR

Joining m.v. Chennai Ookkam, Bulker at Port Redi, January 1970

Joining m.v. Chennai Ookkam, Bulker  of SISCO at Port Redi in January 1970

I was on m.t. Jag Jwala, the coastal in 1969  in the port of Cochin discharging Petroleum products and serving GESCo when when I received a telegram  that my father had suffered a serious heart attack  (in fact the second time a MI) and so it was imperative to go home--The Captain was understanding and I was signed off on ENG 2 Form; i flew back by IAC Viscount Flt.next day. That incident altered a lot in my plans and took me to a another company. I was in Madras assisting my late father in hospital and then post recovery. Finally,after a long stint of nearly 4 months ashore at home  assisting my late father, he was medically fit -and I decided to rejoin a ship. I had to get back to work and employment and my meagre savings also had run out. Besides it was about time for me for Chief Mates F.G.exam. I was  at the Bombay MMD Office to apply for  Mates FG examination, but my CDC showed my sea time was short by  by just "2 days" as per the MMD Surveyor Late Capt. Rajagopalan- who was really  a  cranky man and he just said -Go and sail, get the 2 days sea time and then come back .... Thats was the 1960s and MMD .Besides, I was flat broke -aka out of funds.                                                        So I decided it was " fait accompli" ...best to go back to Sea.

I looked up the new paper and saw many  adverts for a Jr. Officer; One was required by Mackinnon Mackenzie and soon found my self being interviwed by Capt N.N.Bhansali, former Scindia's Supt -then with SISCO Chennai.  The interview was pleasant and more so as i was Ex.Dufferin and was promptly accepted for a voyage- as I explained the need to do my exams. All things agreed and it was quite basic and simple then-so it was for a voyage and it turned out to be about 7 months actually to get 2 days sea time on my CDC. It may appear quite absurd, but that was MMD terms then . Life went on , we accepted it all gracefully as it came then., but, looking back it really made no difference. 
Then it joining my ship. 
Next I know was the Agent handing me a 1st Class Passenger Cabin Ferry Ticket on  m.v. Konkan Sevak -ferry from Bombay to proceed to join m.v. Chennai Ookkam at Port Redi, near Vengurla in Ratnagiri, south of Goa  as a 2nd Mate. The ferry voyage was over night and quite pleasant. It was an abs  new  experience to go as a Passenger afer being used to being signed on as a Navigating officer...(now a Passenger); The ferry service was good and we departed on time at about 4 pm from Ballard pier .The weather was calm and the small cabin with a bed was reasonably ok. They served a decent night meal of a curry & rice, salad and vegetables with  dessert  in the usual Goan style, for dinner .
Goa Ferries--was as I later learnt a way of Life and work then -- simple, calm, safe  and friendly.
Arrived at Vengurla Rocks anchorage point at about 4.30 am and disembarked  -where passengers disembarked into launches and were landed at a wooden jetty--After a long wait, the Agents taxi came at 8.30 am and drove me to the ship at Port Redi a small anchorage port loading Iron ore using a set of LCTs .(Landing Craft s salvaged from WW2) . 

Joined the ship and  my plan of  short voyage .....actually  turned out to be 7 -8 months . We loaded  Iron ore to---Constantza, then to Norfolk- loaded coal for  Japan..Ballast back to USA -finally bulk grain soya beans for Japan -then back again for Wheat in bulk to India..(see pics)

By strange coincidence, I joined the very same ship at Port Redi again after Marriage in 1972 and this time as Ch Mate with my Mate Sudha; thats another story
Port Redi is now  a major sea side resort too..clean beaches.
Rgds
TR

NOTE: Port Redi was then only an anchorage port .

"Redi" is a Village in Vengurla Taluka of Sindhurg district of Maharashtra State in India. It has historical importance and once upon a time it was Capital of Goa. Then the name was "Revatipattan".Redi is famous  now for a Beach, Sea-port, famous Ganesh,Navadurga & Mauli Temples, and Yashwantgad fort.The world famous Terekhol fort of Goa is very near from Redi.

some pics attached.

Ships officers kit --advised in the 1960s.

Ships officers kit --advised in the 1960s.

A ship's apprentice (cadet) nowadays called  trainee and  new recruit especially joining as 2nd Mate in the 1960s saw perhaps some thing that may never be even envisaged today. In fact, in some companies the ship's officers kit   included a navigating instrument viz the Sextant.

Let me elaborate : When we passed out of T.S.Dufferin in 1965, we had instructions on the Essential Kit to buy inc.warm gear and this was:                1) Navigating Sextant  2) Binoculars 3) Camera  and the 4 ) Glare Glasses to keep watch inc Lookout -to sight ships visually when on a course heading "into the sun" especially on Westerly courses ( setting sun)  in the evening in Traffic lanes !!-Sun in our eyes cant see the horizon was a serious matter in the Ch Mates watch and cadets often kept watch under his eagle eye . 

Binocs & Glare-glasses thus became essentials. 

So glare glasses was some how managed-as they were cheap in that time in the US ports in stores.

  

I could not afford a Plath Sextant nor a binocs (approx cost for both was then abt 4000/k and at our Apprenticeship stipend of Rs 90 /-100/- p.m. barely managed -so never bought-Just managed with ship equipment as Great Eastern did not insist (unlike Scindia & ISS where it was mandatory at 2nd mates level. But a Camera became a priority buy and gradually a part of the travel kit 

NOTE I may add all our Kit was contained  in a large Steel trunk ( looked like a coffin)  painted black (using ships paint) -with ships name, Roll No/Company /Initials and it was  mostly Uniforms & Books --& a small canvas kit canvas bag for misc.including civvies which may be two sets and seldom used then.

No Samsonite or VIP suitcases--Ha ha  

Jag Laxmi -above at Calcutta Moorings 1968.
At LA-USA as 4th mate

Owning a camera and serious Photography for me started only in 1970, after Earning as a 2nd Mate. Got a Minolta Camera, which I purchased in Chiba, Japan-June 1970 ..till then borrowed --make do ...hmm-

But, this got me going on photography and also kept my family updated by post..now retrieving to albums and blogs including this one.

Colour Photography recalled
In 1972,off the ship, I had 2 colour rolls + Minolta Camera. took 60 pics learnt- You had to send them to Kodak Bombay by VPP, to process and time taken was  one month.

TODAY: 2011.

Sextant navigation is virtually obsolete--inc all old systems by the -GPS..

Binoculars is still used -but not much as detection is by Anti Collision Radar used all the time i.e. ARPA altered much and may add-also increased collisions Hmmm. but the CAMERA has advanced by quantum leaps-

VIDEOCAM-or Stills ...Mobile photos--sent to family  direct-instant-

Really, what a change

rgds
TR

Recalling voyages of m.v. Jag Laxmi -1965-1968 Part 2.

Recalling voyages of  m.v. Jag Laxmi 

PART 2

Pacific crossings can be either rough weather all through in Winter or calm and foggy for most part in the summer esp in the North sector.  The Spanish sailor -Magellan who called this ocean Pacific.. meaning calm, just was lucky to get a calm period. The vast stretch of this water makes it the largest Ocean. As a result, it makes the wave and swell height almost mountainous in some places.Many "surfing" on US beaches have  even been caught off guard and swept away. The name Pacific can be a a total misnomer in Winter months of Nov.- Dec & January. After loading was completed, the final departure was usually dep.  Los Angeles or San Diego and  it was very long haul.  On m.v.Jag Laxmi voyages 1965-66 we used to do a part great circle and then Rhumb line to Luzon --and en route pass the Farallon De Pajaros (Uracas) , a volcno in the northernmost island of the Mariana Islands, at a very safe distance -abt 14 days or so after dep. LA   on the Pacific crossing. Our Capt George Peter (1965-66)- an excellent Ship-Master used to draw attention to it as a spl point -and it was   the first land sighting after a long period. 

See Marianas- the Farralon Volcanic Is. pic details attached, with chart.

 

The pacific is dotted with small islands and atolls and has always intrigued travellers and adventurers.The pacific also has a record of such volcanic islands ..called atolls, esp of volcanic kind appearing and disappearing. Creation....  Nature's marvels.

---

2) On one Pacific voyage, with typhoon Nestor in the Luzon, Capt Peter took the uncharted inland Sulu sea passage southwards to Singapore. Remarkable navigation done and with  no nav-aids or  electronic position fixing/plotting facilities; Our ship was very ably piloted by his sound judgement in navigation and chartwork- He had organised an  excellent voyage plan with visuals  in the day and anchoring at night in the Sulu sea passage-

Perhaps, today this will never be attemped. Also nowadays, Pirate attacks were prominent till 2003 in these Indonesian islands, esp near *Mangkai -Anambas Is.which Lt house-in that time   a major Course alteration point, before steering south wards for approaching Singapore.

After abt. 2 weeks sailing, we would approach the passage north of the Phillipines  as seen in attached map and navigate south through China seas to Singapore -The Masters orders would usually be to shape a course off Mangkai to Horsburgh approaching Singapore. Anchor at Western or Eastern anchorage for bunkers for a short while and then  finally setting course to India- after rounding Dondra head - the southern tip of Ceylon (Sri Lanka) and then curve  up towards the West Coast of India  for Bombay -  usually first port of call. A long awaited date with keen anticipation. 

The return voyage to India from U.S.Ports took abt. 35 days at approx.12 knots with a short Bunkering halt of a few hours at Singapore.

Therafter it was a month on the Indian cost, unloading generals at severel ports in succession viz. Cochin, Madras, Vizag and finally terminating at Calcutta.

A happy ending after a long passage and a round trip was usually 5 months at least. That was really something and looked forward to. Great set of navigating officers and people to sail with. Most were Ex-Dufferin. We have stayed in touch even till some time back.  

Rgds 

TR

 

 

Essential Kit for the sea-Apprenticeship.

 

From Dufferin to the Sea --as an Apprentice
WE had very good officers and instructors who briefed us all so well - before we passed out of T.S.Dufferin. Sound advice even on survival by the Capt Superintendent  and good instructions from Capt Krips and Capt Fernandes on Essential Kit to buy inc. Warm clothing -gear and in addition, to plan in due time  to purchase our own kit viz:

The Essential Kit in 1960s to join a ship was just this --

1) Boiler suits (white) -3 sets (now is called cotton overalls)

2) 4 sets of No 8's  viz.Cotton Drill White uniform-(shirt & half tropical short),

3) Full sleeves shirt, Blue Blazer & woolen pant, --

4) Black shoes & socks, Winter cap, gloves, Rain coat--

So  that was it as minimum requirements.  

The subject of thermal wear -insulated warm wear etc was unknown and not affordable then-I managed by taking some of my  Father's 2 Linen shirts, an old sweater and his  coat to take me through the Cold season---that was all.

NOTE: We just could not afford much then -as most of came from middle income families and home running took away most 

To start our career we had only our basic kit but managed .There were no VIP or Samsonite type branded suitcases then --Baggage was all packed in a very large  "Steel trunk"- painted black, with Name , Ships name, Company Initials and contained mostly Uniforms & Books and for me two sets of Civvies  --The trunk looked ghastly..er Ghostly ...like a coffin and  by todays standards a sad sad sight. Some of us had  a Kit bag (duffel bag) also  for some clothes- ( esp working clothes like 3 Boilersuits, a sweater and blanket--)

BOILER SUIT--this was our main dress all day--except at meal times or when elevated to work on  Bridge watch to learn --and initially as the Look out Man Record Weather readings for AMVER and misc inc Telegraph & Bell book  

The steel trunk we packed all our clothing and books into was lovingly  hand painted each year by us, using the ships" black enamel" paint as was done then by all ship's cadets and even  Junior Officers and crew ....(No luxuries).         

We made up for all shortcomings  with Enthusiasm--

A typical steel trunk from source pic is given below-- this was it:

 

The Uniform of  an Officer and a good quality blue coat, with  some benefits, decent clothing to go ashore and especially  a woolen coats etc all came long after passing our  2nd mates examination and usually took 5 years time  from joining Dufferin to 2nd Mates (-and signing on as a 3rd Mate..in many case as a 4th mate)
                                                    Pic: As 2nd Mate in 1970

rgds,

TR

 

Recalling voyages of m.v. Jag Laxmi -1965-1968 Part 1.

Recalling voyages of  m.v. Jag Laxmi -1965-1968

A small 5 hatch, tween decker , 12000 DWT Gen Cargo  vessel .

We used to load iron ore from Indian ports on the east coast  for discharge  at a nominated port in  Japan- Voyage to Singapre for Bunkers and then from Horsburgh Lt to pass Mangkai Is lt ho at a distance--then  through the China seas- (Bashi or Balintang channel )  to Japan -about 18-20 days sailing. Discharge and then Ballast across the pacific to US North ports -usually about 16 days sailing time. Voyage  in ballast  across the Pacific, rolling quite heavily for all of of the passage was slow and in the pacific swells really some thing--Hang onto the bunk and try to get some sleep before or after watch...really hang on--Joined  First time as a new Cadet 1965,  --then later as 4th Mate '68 after 2nd mates exam-and finally as 3rd Mate...on m.v. Jag Laxmi.

USNP & Canadian ports can be bitterly cold -

WE often sailed  southwards from Sitka & Ketchikan in Alaska --, via Canadian ports covering about 12-15 ports  in 3-4 weeks time picking up cargo--As we sailed southwards--the  weather improved. 

It is was slightly better conditions as we came into the US Puget Sound area-of Tacoma & Seattle etc.However,  the passage through Sraits of Juan de Fuca was really beautiful

Canadian ports have some unique traits and Safety is maintained very high -

The port work was  tough-- All hands on Deck at 6.00am being the order of the day
as  Longshoremen were very tough on cargo gear safety standards
-Indian ships were marked after an accident on one-
the most strict being the Canadian port of  New WestMinster-

so daily cargo gear maintenance & inspection was a priority-
We renewed Runner wires daily several times.... and indented new ones too-

Loading wood pulp,  paper, newsprint mainly.

Winter was below zero  freezing temperatures and often frozen on deck workI did not even have a proper Warm kit; just a simple blue sweater  quite inadequate...but managed.Never realised the cold can literally bite into you and  At 6 am on Deck to check cargo gear etc with crew was not easy as our fingers would be frozen stiff .-At that time, we had not even dreamt of insulated winter wear.For me, from the hot summer areas of  south India--winter weather and work  was an awful experience.  

We all  used to  go to the crews galley (kitchen) during cargo watch to allow the galley fires  to warm us and to de-freeze by rotation.

Still recall the dock workers called "longshore men"- quietly "charging their Coffee" with " Mr.Johnny Walker", bought from the ships crew surreptitiously to warm & pep up !! .Some of these  longshore men were reasonably pleasant,  but most were tough foul mouthed and nasty and very often the Ch Mate was at the receiving end all the time when giving basic instructions even. 

I realised soon that Dock workers all over are a category by themselves--

In India too..all across.

Loading Locker "special cargo pkgs" was perhaps the most difficult  part with pilferage and threats. ..Overall,  a rough lot to work with . 

We just about managed each day. Fortunately in most places, the cargo work ceased for the day by 6 pm, so we had an adequate rest period after that..  unless we sailed out by 8pm --as it was occasionally done ..with small loads per port.

WE often did about 12 to 15 ports on each voyage on the West Coast --the last being Los Angeles or San Diego.

Shore leave was usually allowed after 6 pm -but it was not easy to travel without a taxi. Cabs were expensive and at our meagre wages was seldom taken. We used to however walk  a lot -often 2 hrs or more to  the nearest movie hall, cafe or store and pick up a few things on rare occasions. 

Then we were told that walking was also hazardous due to various reason like mugging. If we could manage in fair weather,  we would walk to the nearest mini-store across the docks for a few snacks-chocolates etc --nothing more as we could ill afford anything --

A cadet then drew Rs 90 pm  (at Rs 5/ per $ and a 4th Mate drew Rs 640 pm--(at Rs 130 $ pm!!) -

                                                   pic at Alaskan port of ketchikan 1965

Should I smile on how we managed.

We just managed---Thrift and Save what ever.

Still we some how -shared and  managed all that.

That was that--then !!

TR

From the sextant to GPS - - Part 1.

From the sextant to GPS -

Greetings

From the star navig finder-to -star gazing today....  a batch mate expressed wryly-
"Star identification today is mostly of glam movie or sports stars!! 
Preamble: Some time back I had  "a chance" reading in a blog on Polaris that gave me a recall of a time gone by..or is it Synchoronicity--a sub researched by Dr.Carl Jung ---of time,  events in space coinciding across. Just that  week  the Company of Master Mariners, Chennai Chp,.India met and had a discussion on the "Future Ship 2025, with Electronics taking over in Navig & Communication; in fact in almost all tasks. I had been asked to share my own thoughts in the post lecture demo was as an "Older Mariner" from the past  !!

Gen Y Mariners raised only on GPS really  see us as Ancient.. really !

RECALL --

1) It all started in Dufferin Jr form class in 1963 and then later  practice with a star identifier chart; tests followed in Senior form.Later followed up with Sights for the sun am/noon - meridian- the pm twilight star fix with a sextant  at Sea for so many years.. 

2) In the 1960s, esp  on West Coast US port calls- we used to have USCG Sea Charts titled Pacific Pilot etc issued to ships at U.S.Ports. Apart from weather and current info the reverse of the chart  had a fund of interesting info. One such was the WW2 experience of merchant navy Navigators taking sextant sights after geting eyes adjusted with a special reddish tint goggles to have a delayed time of Twiilight ;Also practice with adjusting Eyes to a horizon to fix position by star fixes.Twilight in many places is short and so this was a good idea- In any case better that a basic Dead Reckoned Position. Possibly more imp with submarine attacks and the need to stay in posn and on course.

3) In 1971/72,  I  was introduced to the Canadian Air-Navigation sight Reduction tables-purchased a book  in Vancouver BC Canada itself- & contd with this in ... till I signed off-

Could do a star sight (posn.fix in 5-8 mts with things kept ready) really good --Starfixes --(no cocked hats -on clear days)..Got good posns... rechecked it with Radar etc.

NOTE" In fact got a pocket Calculator only in 1974 in Japan----till then it was just the Burtons Navig tables & logarithms.

4) Even had practiced sextant sights on bright full moon nights in Pacific on Australia Japan route . This as explained earlier was nicely documented in the USCG Pilot Info Charts of Pacific as it was always done in the WW2 years. To  my surprise found it reasonably  accurate if a clear horizon was obtained.

Quite interesting and most helpful to spend time on lonely Pacific crossings then. 
Time flies and I really miss those days- some say it is silly to dwell on past. -Sextant sights and posn fix was an art and a science and doing it gave a sense of  accomplishment.

Gave immense  job satisfaction to us Seafarers.
Rgds

TR

Visiting Mumbai Docks- 2009

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  Visiting Mumbai Docks- 2009 (post ISPS). 
  WE Cadets on T.S.Dufferin in the 60s in our training period were expected to visit ships on shore leave days and write notes & assignments to widen our ship knowledge .Our Dufferin  uniform gained us easy entry. Ships officers were always kind and explained a lot and usually very hospitable and often invited us to stay for a meal too-
  
  2000 era -post ISPS:
  A visit to Mumbai today can be now quite a test on nerves. At it is, commuting and visiting for us Outstation wallahs is tough as I learnt one trip. A simple Mumbai port entry pass on came after 5 hrs & much explaining, despite me having a Chennai Port Trust Photo Pass –-Only got the visitors pass late  in the afternoon and me cooling my self in the local office with Nimbu pani .
   

  Wasted a whole day- managed by 2 pm to visit the port and later it was just Rush back to Airport. Easier to get a Visa to Timbuktoo or some remote restricted place!!!!
  Some recalls:
  Did this Indira( Alexandra)i Victoria & Princess Docks visit after more than 15 years and it was like this: -Enter Docks via Frere Rd –Alexandra Gate South entrance is now walled –
  I believe the V&P docks area is being reclaimed and used for Container storage !
  Nearby is the Cruise Passenger Terminal ---recent era. Then moved to south side Seaface- Went up to the shore side off Ballard Pier and looked over Cross Island and in the distance Butcher Is, Pir Pow and the Karanjia & Khanderi peaks of our Dufferin Watches and especially recalling taking Compass bearings – Vessels at Anchor the same as before--Could not help noticing the number of Luxury boats & Yachts moored. Also, OSVs replace the older small cargo freighters –now all in the past
  
  The V&P Docks of our era was then reserved for Coastal trade ships --- now only OSVs etc and a few older craft undergoing repairs or laid up. The place had a deserted look and my batch mates told me .. had warned me of many changes.  Yes, Change is inevitable –but this?
  Still, some of it will live in our Memories for ever..
   
  But, somethings don’t change -like Dhows and the common man
  

  
  

  Dhow msv “Makdumi” was loading Onions in docks for Mid East ports I suppose; It reminded me of Dhows unloading "dates" at Haybunder on our visits. Here was this rustic Dhow which had a Radar & obviously GPS .
  I very briefly said Hello to the old Skipper & Crew working on the deck from the jetty  who were a bit astonished when they found an old man like me say from a distance  'Salaam aly-kum' bhai --and left with a salutation of Khuda Hafiz; I did not board this craft nor take any pics as ISPS is in force ( better know as Iss- Piss) and the Port maintains it -completely  discourages photography and a very strict security maintained  on all normal activities; even a social courtesy or nostalgia call- to a Harbour area by retired Seafarer

  Dear God- where are we today ?

  THOUGHTS
  Such a sad sight seeing suspicion replace affection , mistrust - replace trust, friendliness  displace all harmony and hospitality- but the Dhow crew  were seemingly pleasant -maybe saw in me a strange case!! Unexplained -and I left.
   
  Recalled with much nostalgia an era when we as young cadets spent sundays scouting around ships on foot and Learning about general cargo ships and the work  in the Dock areas.  Salaam Mumbai
   

  EPILOGUE:
  Recall in youth as a Cadet in 1965 on Jag Laxmi, whilst passing the Galleys the crew and cooks.. such people esp the Engine crews would lovingly say -Aao- Baito na; Khaana  kayega Baba /Beta ? 
  We used to be called Apprentices then -A'Pentis for short, but most elder seman would call us as Beta.  It always deeply touched me to see so much hospitality and the warmth of an era long gone.
  
  Some years later in 1972, whilst working as a Ch. Officer at Sea,  the crews cook called the Bhandary would send fresh Rotis and Veg.  subzi for my wife who was/is a strict Vegetarian; --what a nice, kind  gesture and refused to take a Rupee-said " Kya Saab --something like Bibi ji ke liya / Insanyat etc.
   I was just 27 yrs old then but realised with gratitude -what a loving gesture that was. Hospitality and kindness were always seen ..
  We also tried to reciprocate in some way and help and on spl festival days shared Cakes and sweets with the Crew. 
  
  Acceptance comes with comradeship of the Sea & Seafarers stayed together then; Faith, Community , Culture and Time Barriers all apart did not affect us.
   
  Comradeship & bonding of the simple seafarer of old--whither –now all lost in security. That was all another era..long forgotten
  Today even shore leave passes are being curtailed and often it reads more like 'Sore' Leave – not Shore leave!! 
  Time Changes--but the Sea and the challenges remain.

  Rgds,

  TR

  

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Bonding on Dufferin – reasons

Reasons for Bonding on Dufferin –

Ref:  Close Links among Dufferin ex-cadets & Batchmates-
So many factors go together to make this Bonding so effective .
Some prominent ones are:

1) At such a Young age 17- and away from home, parents /family - the companionship provided the balance & support and really counted .Note A few had not even started shaving ...(no stubble even!!)

2) Identification & passion with a common goal-viz. a career at sea, travel etc.not wages as it is today.

3) Dufferin training was based on "Team spirit" ..but usually referred to as Ship Mates or Batchmates and in that era was a solid Value.

4) Most of us were not Richie Rich (ave/middle class status) unlike what is seen most often seen today-

We learnt  to SHARE EVERYTHING - inc facilities;  something kids today don't even understand.

A batata-wada & Coke at our Swimming pool was often shared
Some times even this was not affordable and so a channa /peanuts pkt. really  went around many. 

Being "broke"  has plus points too as we learnt thrift too-.

Affluence seldom teaches any economy or thrift and in fact tends to undulge .

5) The camaraderie was a part of the Naval style too- and after all Dufferin was  originally on an ex Navy troop ship converted to a common training ship with many common principles.

6) A love of the Sea- and taking the conditions "as is" -is what drew in most "boys" eagerly to Dufferin as Cadets-

not the salary . 

7) We had a sort of an  opinion poll  within our batch on the reasons why we joined ---

and it was quite an eye opener.Some responses are from verbal exchange  

a) Travel by ship and see the world on shoreleave---was No 1

b) To leave home early, for various reasons, often a necessity and  to earn, be independant-- help family  .

c) Outdoor work preferred.

d) NDA - IMA were alternative....Not Post Graduation  as it is now

e) To be independant early-----in an era where  jobs were not always easily available.

f)  Combining all others above too -  the work culture and  sealife  was still perceived as a Value esp post war era.

g) Professional esteem to be a Dufferin Cadet

Then we also got these responses.....!!

g) Believe it or not the Sailors Uniform " Whites- & Epaulettes" or Full Blues--seen in movies to impress ---girls- .

h) A vague idea of Adventure !! (many said this )

i)  Thinking that studies would end ??? -assuming only outdoor work "all hands on deck "-aye aye Sir etc..

j) School influence as some school seniors had  joined Dufferin & NDA or GDP Pilots  were heroes on leave!!

NOTE: In my school we had about 11 out of our class of 30 joining the Services- 7 as Airforce Pilots, 2 Army as the Chinese aggression of 1961 took in Direct entry esp Pilots and we were all NCC Air-Wing cadets (quite proud ones too- ). 

k) Some of us inc me were ex Service men's sons.

Times change..    

Today all  this ....(kind of work)  may not be seenasa choice as many new avenues with pay and perks exist.So, definitely today not a career choice.

Sunmmarising

But we have the privilege to look back with a measure of quiet satisfaction.

Be glad to hear of others views-
We lived our cadet days in another era, long  gone past - a topic by itself.
Home comes the Sailor. 

 Rgds
TR 

                                                        5oth Reunion Pics at Khandala