Why the two separate cadres in the MbPA

Pondering over why MbPA has had two separate cadres, one for piloting and another for berthing inside the Indira Dock, since its inception. This justification is more sought after today than ever before, as it will help answer the query: should the two separate cadres be continued? Another query arises: why can't the same pilot be used for outside waters and the waters inside the Indira Dock? Answering these questions will open our minds to understanding the potential problems that may arise if the two cadres are merged.

Much of the reasoning behind these queries has been lost over time, overshadowed by advancements in marine technology. Retrieving these explanations will be challenging, and even if they are recovered, it may be difficult to accept and embrace them.

As I delve into the history, I acknowledge that I am hypothesizing, and my views may be influenced by my knowledge and experience of current times. The separation of the cadres is akin to the distinction between sea dolphins and freshwater dolphins. One may wonder, what is the difference, and how substantial is it?

Handling a ship in outside waters, where tidal currents are strong, differs significantly from handling it in waters with no current. Similarly, handling a ship with two 50 BHP tugs is not the same as handling it with a larger number of tugs, each with a lower bollard pull, and restricted maneuvering space, as found in the Indira Dock.

The mental stress a pilot undergoes while bringing a ship to the East Mol is already high, taking a toll on their mind and leaving them exhausted. If they are expected to take the ship further to the berth inside the dock, it will be too much to ask, as they would be drained, increasing the likelihood of errors and mistakes.

In all fairness, considering our professional insight, we must agree that holding a pilot responsible for mistakes would be our own mistake if we choose to merge the cadres, overlooking the differences highlighted.

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Once we become open to accepting why the cadres need to be separated, it will present a new set of challenges for the DMCS to find ways to accomplish tasks with the limited pilot strength made available by the office managers.

From the DMCS's perspective, their work pressure can be likened to that of a hangman instructed by their superior to carry out executions, but with the added condition of remaining lawful and humane. Is this not a contradictory position?

By reducing the number of pilots employed, the managers have sent a clear message to the DMCS. The DMCS now faces the challenge of assigning jobs fairly and justly while working with limited resources. Assigning a separate person to the BM Cadre would further deplete the already lean pilot strength handling outside waters movements.

A DMCS will naturally resist separating the cadres, although this decision is driven more by the necessities of their position than professional insight.