BLOG 31 - Cadet on a Tanker in the 60s + A Few Words from a 1957 ex-Dufferin Cadet + My Takeaways

My last chapter of "Marine Musings 4"

My Farewell to the Chennai Perumai

(although I did a 21 day stint later, when she was coasting India)

Two corrections have been made, as underlined, and republished.

1. Correct designation in JB Boda's of Capt Rajkumar, prior his retirement.

2. Light House image was wrongly captioned - should be Vengurla, near Redi Port.

Added: Capt Rajkumar is from 1963 Batch of TS Dufferin.

I have enumerated and elaborated on my own experiences during my junior years, as a 5th Engineer and 4th Engineer in the course of the last 30 Blogs.

Although disproportionate, I felt it was only fair that I publish at least some material on what a Deck Cadet underwent in those days. With that in view, I asked a couple of Master Mariners to contribute and write about their experiences.

The first narrative - Chapter 18 - is from Captain Rajkumar, who worked with Boda's as Sr. Executive Director, Head of South Region till very recently.

Ex "Dufferin" 1963 Batch, ex Great Eastern, ex Sisco (2nd Mate / Mate / Master), who left sea in 1975 and joined the Surveying firm of Boda's, retiring after 46 years with them. A very close and lifelong friend, he and I sailed together on the "Chennai Perumai" as 2nd Mate / 5th Engineer, becoming close keeping 'nights' together in port, doing ballasting / deballasting work together. He would cook breakfast at 4am and I would eat. Music, books, philosophy - all were shared, exchanged and imbibed from one another.

We also sailed together on the "Chennai Sadhanai" as Master / 2nd Engineer, the details of which will be the narrative of a future Blog.

It is worthy of mention that Captain Rajkumar was the recipient of the Gold Medal for Master's Examination, during his year.

A part of the narrative of Blog 23 are his recollections of a storm in the North Pacific. I was on board during that time also.

The second is a short narrative from Captain Peter Abraham, who passed out of TS "Dufferin" in 1957. Then from Cadet to Master in Scindia's, he later joined Barber Ship Management (now Wilhelmsen Ship Management) and continued as Master with them till recently.

As Master / Chief Engineer, we sailed together on the "Taronga" and "Nosac Taishan". Another close friend, I had lost touch with him for nearly 2 decades. Fortunately for me, we got in touch with each other courtesy of this Blog.

His First Person account, as Master of the "Jalamoti", of the rescue of the "Sonavati" survivors, is detailed in Blog 28.

A Scale Model of Great Eastern Ship "Jag Jwala"

Chapter 18 - A Deck Cadets’s Perspective

Title: Coastal Voyages(1966-1969) on m.t.Jag Jwala - product tanker

INTRODUCTION

The m.t.JAG JWALA, product tanker of GESCO I sailed on in 1966-69 and later more sign on and offs holds a lot of memories for me.

I served there as a Senior cadet and later 3rd mate -

By a strange coincidence, the real scale model of this ship Jag Jwala was in my head office (JB Boda's) at the front Reception as a gift by GESCO to our JBB Group Company.

We also have the m.v. Jag Kisan model too.

1) The usual sailing route of Jag Jwala was --Load at Bombay -Butcher Island or at Pir Pow - several products often 7-8 in 18 tanks for discharge at Cochin, Madras and Calcutta. Later for Okha &Kandla

2) The mission objective of the coastal tankers on BP -ESSO and later on IOC Time Charter was Petroleum distribution between Refineries- storage terminals -which were essential needs. In the 1960s many locations had no Refinery as seen today spread all over India with new ports, refineries etc added ..

m.t. Jag Jwala was of a T 2 type Scandinavian built tanker, purchased (2nd hand) by the GESCO Owners as I can recall. The tanker had the Navigation bridge and accommodation spaces for Deck officers at the forward between No 3 and 4 centre tanks and it connected to Aft Accommodation by a long catwalk to Engine spaces and Aft accommodation--see Photo of scale model above.

CARGO: Often as many as 8 Grades of products was loaded by a Ring Main pipeline with Double valve segregation and spindle valves, that were all operated manually on deck. The Steam Reciprocating pumps 2 nos. Pumps were in the Pump Room near forward accommodation spaces and access was by a steel entry ladder with about 50 Rungs- for going down below to attend to the Pumps --and mind you all this with Manual valve operations meant "Climb up and down 45 feet "- several times in a Cargo watch.

There were about 66 valves as I counted once in cadet days when I had to paint each one in respective Group segregation colours and for periodical servicing jointly with the 2 Senior Pumpmen. The cargo was carried in a total of 7 centre + 5 Port and Starboard wings tanks = 17 total ( plus 2 small slop tanks)... as I recall. It is such a long time ago--

Multiple grade loading included about 8 types of cargo inc Hexane, JBO --for Calcutta for the Jute industry. This apart from mid-distillates: SKO, ATF, MoGas, LDO & DO. The entire loading was planned and distributed by judicious tank segregation and flushing lines on the ship with specific product into cargo tanks in an era long before Segregated pipelines & pumps were heard of.

There was no CCR either --we used to sit under the catwalk on cargo watch (not in accommodation spaces) or later a bench or chair on the outer space and patiently take hourly manual ullages by Tape & wooden float and with a chalk mark on a board for the Ch. Mate to read and take decisions.

Also stripping was by the main pump run slowly -often by visual means using a Heliograph in daytime and a Safety torch at night. Stripping tanks took hours as the ship had to be trimmed and listed by 2 degrees to drain cargo to pump suction in final stages and take out all cargo. There was an Eductor stripping system also --but the stripper pump was not really useful and so the main pump on slow speed was the best - did the job but needed great care and caution. On average a tanker stayed about 2 days in port.

Modern fittings like Deep well pumps, Stripper pumps, Heat Exchanger, OMS, SBT, and DB etc was all unheard of. Nor instrumentation - "Saab" measuring --not even a Whessoe Gauge seen.

Tanker training was by learning from seniors , co-worker / shipmates - and the excellent BP Tanker Code book retained on board for self study and the prescribed text book then was "Tanker Practice" work by G.A.B King--an excellent text book that served my entire Career.

Navigation & Bridge equipment was basic and with age mostly inoperative Radar , a old fashioned Echo sounder and a Browns Gyro Compass which also was out of order after 1968.

Thereafter, it was just the Magnetic compass on the monkey island --Climb up & down to tale bearings and azimuths. We actually made our own Deviation card at anchorage.

The Sextant and Chronometer held us in good stead always as also the basic chart work on coastal navigation --viz. visual bearings of beacons, lands end, lighthouses-raising and dipping distances etc

However with pride will add-

We managed nicely -

We did not experience a single problem in the 3 years (on / off) that I served on this old product Tanker.

Till now I carry the memory with me as well as a great affection for m.t. Jag Jwala, of those times-

Peaceful, very hardwork, simple food on the coast and a quiet life at terminals - far from shore life.

Respects to that ship -

TR

PART 2 Coastal navigation & chart work had its own charm and fascination for me.

Sighting a light house- then fixing position by raising or dipping dist. linked to the Echo-sounder depth to reasonably plot the land fall position after D.R. positions was an experience always tinged with excitement and the adrenaline flowing. Some areas and experiences are etched in our memory. I can also recall making land fall on the southern part of India-Muttom Point Light House. - after departure Colombo.

The other being voyages to Gujarat ports and especially Ports like Okha were quite a challenge for even Senior Ship Masters. The shoal patches near Okha port with discolouration of sea water was quite visible from the bridge wing and not to mention tidal range and overall weather conditions. Not easy.

The photograph below of Dwaraka Light House on the voyages of m.t.JAG JWALA with Petroleum ex. Butcher Island, Bombay to Kandla & Okha in 1968 and 1969 brings back so many vivid memories. These were monotonous voyages as the Gujarat Ports in the 60s' were not really developed as it is today - no facilities at all and often very monotonous. Going ashore was just for a walk to refresh ourselves. A change of food or even perhaps sampling Gujarati snacks was seldom seen due to distances from jetty to city --but , we somehow managed.

Vengurla Lighthouse near Redi Port

I must add two obervations :

1) The tidal rise and fall at Kandla Port and the 7 x 24 manual labour resting at / on the ships mooring lines Fore and Aft for slackening or hauling in mooring ropes as the vessel ranged up / down with the tide was another experience. It was an era of hard manual work... "all hands on deck" for all-

(Today autoamation has taken over)

2) Then the wooden floats on sea surface of harbour and pipelines connected -resting on them at Madras main harbour --Ships did with a Mediterranean Moor at North Quay and by floating pipeline discharged product to storage tanks.

It would shock the pollution control officer of today to see these primitive flexibles and the connection on wooden floats, going all the way to the jetty as compared to the elaborate checklist (and check on check) - (sometimes also called a tick list) used at modern terminals with highly well planned safe pipelines to Storage tanks--in most places.

On Navigation

I don't have the Navigational Chart , as I write this post, but I did manage to access Gujarat Ports area map, where the navigation was most challenging at a time when electronics was only seen as an Aid.

Recall the book "Munro's Electronic Aids" which today is a misnomer with GPS - ECDIS - GMDSS and whatever. I am sure the generation Y today find the electronic support with Radars and ARPA a great blessing; but I am not too sure if "the hands on" feel of navigating is obtained, nor the confidence when the instrumentation tells us all --esp Automatic systems. Perhaps it is a matter of one's own perception and choice.

I used to study navigation & meteorology even as I sailed on all my ships - as I really liked these subjects. Practical work and study has its own advantage- As time went by, I searched for a Slide Rule - but never used one. However did manage to get a shorter, faster calculation system in 1972; viz. the Canadian Air-Navigation sight Reduction tables - purchased in Vancouver BC Canada and continued with this in my last few years at sea... 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 often with Radar and other fixes etc. Even practiced sights on bright full moon nights in Pacific on Australia Japan route in later years.

This has been explained in USCG Pilot Info Charts of Pacific as it was done in WW2; and to my surprise found it unbelievably accurate if a clear horizon was obtained. Quite interesting and most helpful to spend time on lonely Pacific crossings then. Also explained and taught this to my cadets and offices--

SUMMARISING

Time flies and I really miss those days- some say it is silly to dwell on past -but this is a personal choice. Sextant & Chronometer and all now is--- RIP. Some may even call these recalls -as Ramblings (maybe)....OK ...

The old Poriwala Rambles..reader can decide-.

Whatever may be the case, I find that looking back on it, on every little incident and experience gained had added to our confidence quotient (CQ) which otherwise is not easy to build up. With this also a large measure of happiness - call it quantum of solace if you like -

Cheers.

Regds

TR

Sunday Writings SHARING -

The Apprentice at Sea –1940- till 1990s and ships Life and Training then

Merchant Navy Then &Now –

I have run of subjects to write on as I am a Stay at Home Person mostly now-

Even City travel reduced by choice to Essentials -Bank and Clinic only max 2 trips out. So going back 56 years to 1965 .Taking up a topic on Careers --and how change has impacted this carefully nurtured career.

PROLOGUE

The British developed excellent Maritime systems- the best was the Apprentice at Sea –1940- till 1990s after Dufferin 2 years on sea going ships, for gaining Hands On Experience was like Internship we called Apprenticeship of 3 Years.

The Term Apprentice(ship) is really anachronistic in 2000 era. In fact even “Merchant Navy” as a respected title is seldom used; and It is Shipping Business and Apprentice became Cadet or Trainee . That era of Ropes Knots and splices, Seamanship on Deck and the wonderful Cadets Diary written by SCI gives all possible details of a Cadet/Trainees /Apprentices 2-3 years at Sea.

We as ex Dufferin did 2 years 3 months after 2 years Dufferin training and then spent about 2-3 months in LBS College to pass the 2nd Mates Exam – er Meal Ticket— aka Blue Chit, as it was called. Then proudly wore a single stripe on our epaulette ...4th Mates has an even thinner stripe and spent about 6 months as a “Glorified Addl watch keeper—under the eagle eye of the Ch. Mate. I spent it on mv Jag Laxmi from Jan –July 1968 and the Ch Mate was CB Kulkarni, 5 years senior to us on Dufferin ; then was upgraded to 3rd mate But frankly both these Junior Ranks as officers posts of 4th and 3rd Mate were just Juniors- seldom called by name and a bark of Hey You--4th or 3rd to us On Deck or outside on Bridge wings –Not inside the Chart room send us Running-with a obedient Yes Sir ...No Pilot Chair sitting as is seen today.

Times Change and over the last 50 years Senior Junior relationship has changed-

Seafarers Welfare and ITF also audits bully tactics.

Companies oversee as a few of the present youth are unable to take the rigours and, when pushed, “Break down”.

Many Cos have a Psychometric Testing for ability, aptitude and assess EQ Factors to minimise selection errors and and groom for Sea Life .

WE came from a CP Background—ie Chipping and Painting mostly and add in Holds or Tank washing all the time –Only a short while on Bridge or Cargo watch. In 1965, when I passed out from the 2 years training on T.S.Dufferin a book titled “The Apprentice & his Ship” written by Capt Charles Cotter was available. It was a prize book, with gems of Wisdom.

I never got a copy, but glanced through it once

Later also by the same author “the Master and His Ship” .

I still have this book copy today.

The Apprenticeship (indentured) for 3 -4 years – underwent the acclimatisation process (the process or result of becoming accustomed to a new climate or to new conditions) evolved over about 300 years of sailing history from Sail to Steam to Motor ship. The credit largely goes to the British systems as they gave the maximum importance to the Merchant Navy service and from the WW1 & WW11 Effort of cargo and Troops carriage.

Others include Japanese and American flags.

I saw these Cadets on foreign flag ships as I was a Cargo Surveyor from 1976 onwards and it was so till “Flag Out” FOC to islands and Cut down of Crew began in 1990. Then came a new breed of Owners and / or Ship Managers who quite unlike predecessors only took in trained Cadets after 2nd Mates as seen in later years and never cared to develop a seafaring cadre. Called Head Hunting---Training.

On board training took a beating and even Japanese cut out Cadets with a Life Boat Capacity reduced -

In the 1996-2018 era, the Merchant Navy role was steadily reduced to only Commercial factors and now exists on a survival mode, despite all the glib talk and adverts.

It is with pride to state that- INSA—companies of SCI, Gesco and Tolani stand out and deserve Salutations for nurturing such basic training and Jobs in their fleet-but this is also now under economic pressure as INSA fleet was reduced FOCs switched to Phillipinos and all and sundry – inc Ukraine.

But globally after 1990, Cadets training and organisation changed and was neglected in the 2000-era for cost cutting by many Ship Managers and the ships cabins (inc Life boat capacity) had been reduced for only 16-18; a shocking attitude and even the Japanese who had maintained excellent on board training systems had cut out Cadets. Hard to believe, but true.

2010 -2018 Era--

In this present recession and slump Cadet Training or Apprenticeship is largely a Forgotten and lost cause.

Trained Youth cannot get a Cadets posting on a ship.

Looking into the history of Merchant Navy training, the Ships Direct Apprenticeship prevailed even long before the advent of training ships T.S. Dufferin- later TS Rajendra and in UK the Training ships Conway and Worcester.

Scindia and ISS set the best trends in India and Direct Cadet intake was fairly high as Dufferin Training ship intake/ products was only 80 annually and that filled all Indian Merchant ship’s vacancies for Cadets/aka Apprentices . (In my time as we were only 80 intake p.a.)

One 3 month Short Course was also made in 1962.

The Direct Entry esp in Scindias & ISS and others .

Later SCI had the Training Cargo and esp Tanker mt "Jawaharlal Nehru" ships manned by Cadets (mixed) was very well organised.

The ISS Cadets got a UK Correspondence Course included in apprenticeship by the Company.

Many of them sailed on Liberty ships (Scindias) & ISS had Victory ships and their Cabin was at the Engine Room bulkhead and in summer hell, as my ISS batch friends tell me.

Imagine Engine spaces boundary in summer in tropics !! phew. But good for winters.

Bharat Lines and few more clearly said Cadets get Petty Officers 2nd Class mess food only and slightly lesser stipend than 90/ 100/ . It was on the notice board when we selected Companies and our Officers on Dufferin cautioned us.

7 of us Joined Gesco –after a ROR and Seamanship Orals by the Marine Superintendent. despite Dufferin Passing with credits. Me in this list also- served Gesco till 1970 –and shifted to SiSco.

In Gesco I had sailed with officers- 3rd and 2nd Mate from Bharat Line and Malabar steamships who had been Direct cadets . Himalaya and SEAsia ship too had a Direct intake.

Cadet aka A‘Pentis Saab in Serang / Tindall basha (Apprentice in Brit hindi style WOW!!) .We as Apprentices did the first year in CP routine aka Chipping / Painting, Maintenance of all kinds with our co-cadets and the Day began at 7 am at the Cassab store-collecting tools and paint and brush. Goggles & chipping hammer was our principal Gear!! WE also had 7- 1 pm hrs Deck Maintenance and lunch and rest . At Night watch with 3rd /2nd/ Ch.mate when we were 3 Cadets in 1966-67

On Tankers I just washed Tanks with Butterworth machines & hoses and gas freeing.

Loading disch on Tankers was always a Senior cadets job with 2 Pumpmen on Gesco Tanker as I served m.t.Jag Jwala on charter on Indian coast in Petroleum distribution. (I have written a separate paper on this).

To avoid Crew Overtime Cadets did all Tank work after 5 pm till midnight . Gas freeing contd from 6 pm to midnight.Some times only 1 cadet.

Overall the Cadets ship board routine and life depended on the Ch Mate only and his view prevailed (and mood).

The Cadets Diary and Record Book evolved by SCI was excellent, but much depended on Supervision and Mentoring.

In lighter vein

On Deck side!!-- App'entice Saab --if you were regarded well -whilst a Cadet (Apprentice-ship period or else was just Chokra if disliked it was plain " Chokra"-by even Seamen!! (crew) No one really took this seriously amiss. Even as late as 1968, in -GESCO -- I was hearing my Ch mate bark out "4th -Whats happening on Deck?" for a Cargo update - Me as the 4th Mate on day duty in port; and at Sea doubling with the Ch Mate on 4-8 am/pm watches- mind you even after after 2nd exam certification.

I may add it was better to be employed and to be 4th Mate (at Rs. 640 salary) than to be unemployed ( left on shore) as was done post 1975 or so--

With no PC, TV, Video--or radio music reception at Sea --or Mobile GSM, which came in last 20 years we depended on each others company. The best friendly place to Chill out at 4 am as a 2nd Mate after watch for a snack and Tea was the Duty mess over Tea and Paratha with others Off duty/

The rise of shipping tonnage and then a boom of jobs was seen only in 1990 --2000 - then Crash in 2008.

Jobless and Trainees- ( earlier Apprentice-ships ) were all brushed aside.

EPILOGUE-Apprentices all in Past and History even has forgotten this Term and service. It was the most useful 3 years to gain sea service experience and adjust to all travails. Acclimatisation,

Percy Westerman, Author in fact wrote many novels on Ships and Apprentices-in 1950s- All lost and out of Print - Maybe seen in some Book Museum. Time changes all. Was in my school Library in 1950s and read a few. Remarkable insight and coverage as the British really wanted to Groom Youth for Seafaring

Remember the Ditty ” Row Row Row your Boat, Gently down the Stream .Merrily merrily merrily –Life is but a Dream “ some thing all children sing in KG class.

Then in Life it changes to Row often UPSTREAM –against the current and tide, but that is Life.

Some images of my memorabilia

The Compass Rose

"Life is Like a Sea"

Navigating the Indian Coast

TR

Captain Abraham on his Cadetship Days:

That no overtime was applicable then was significant.

You worked at the pleasure of the Captain. Some were very good and some were downright sadistic.

Among the good ones was my first Captain A.W. Whaley a Welshman. Safe and sound navigation I learned from him as an acting 3/Off, under his watch.

Relief could only come when you finished your article time.

We cadets in those days were called “Shittyhawks” because cleaning out all bilges after every discharge was one of the regular routines of a cadet’s life.

Chipping steel decks in the hot sun was preferred to cleaning out rotting grain, and oil cake that literally felt and smelled very bad and made you vomit at times.

Nothing technical to be learned from this except the importance of clean bilges should you spring a shipped leak and have the need to pump out the ingress of seawater.

The deck cadet best friends in those days were limited to the “Panchos' (5th Engineers), and 4/Es' who were equal to 3/Off’s because a lot of senior cadets filled in for 3/Off’s.

There was more sympathy for the cadets from engineering side than the deck side.

B.D. Daruvalla 2/E was one such Officer who used to invite me quite often for a beer in his cabin. He was among the last batch of Engineers trained on”Dufferin”.

Like you I did the required three years of sea time in one go.

Chapter 19 – My takeaways from the experiences of 26 months on the Chennai Perumai

The Chennai Perumai was the foundation for my entire sea career, not only from a technical view point, but also my development as a human being. I learnt from the positive actions of others and I learnt from the mistakes my seniors made.

This job, this profession, gave me a sense of purpose in contrast to my vagabondish ways of the past. These two years gave me a love of the sea, this to a person who had only seen the sea at Marina Beach a few times. I realized that I loved working with and operating machinery, although I had not been mechanically minded in my younger days. Something gave in me during these two years where physics and logic took over from the romantic dreamer of yesteryear. I had started enjoying the job I was doing. What more could a person want?

I learnt that, for a Marine Engineer, it is not extensive knowledge that is important as much as intensive knowledge. When you study and learn about machinery, it is to your advantage to go the few more steps further and find out all the details and what makes it tick. Anybody can skim the surface and profess to know everything, but it is the person who has made an in-depth study who will quietly assume control.

I realized that, even though the shipping environment and industry is not a very large one, the knowledge contained in it is vast. Try as I might, I will not be able to learn everything it offers. It was then that I resolved to learn at least one new thing every day, to further my knowledge. I kept this promise to myself for 38 years running, barring a few days.

Experience is permanent and is always given due weightage as long as you continue in the same field. The less experienced or less knowledgeable senior or Superintendent feels threatened by this knowledge and experience. So, one has to walk on egg shells to ensure complete co-operation from all.

Egos are fragile and can easily cause hurt. It is better to play dumb at times than reveal your knowledge. Dissipate this knowledge in small doses and advise your senior in a manner as if he had thought of it himself. In other words, be diplomatic.

Among Seafarers, knowledge is respected. The imparting of that knowledge to others is respected even more. Because I showed a lot of interest, a few seniors tended to mentor me and imparted quite a bit of their knowledge and experience. This ‘mentoring’ aspect was evident from only a few of the seniors, the rest preferring to ‘let him learn on his own, much as I did’.

I had learnt a lot from others. I promised myself that at senior levels I would teach what I know to others. In later years, as 2nd Engineer and Chief Engineer in Barber Ship Management, I kept that promise, literally holding classes in the Engine Control Room during tea breaks. Hundreds of seafarers, of different nationalities, passed through my hands and went back as better Engineers. More about this later.

One must realise and come to terms with the fact that a seafarer’s job is hazardous and fraught with danger. Only planning, envisioning the dangers involved and reducing or mitigating these dangers with sensible performance can we operate in a risk free environment. The more one focuses on safety, the less hazardous the job becomes.

The confidence that the trying times on the "Perumai" gave me was immeasurable and stood me in good stead for the rest of my sea career. I felt that I would be able to stand up to the responsibilities that my profession would demand of me.

The most important lesson I learnt was that there is no percentage in panicking and, rather than help a bad situation, panicking only makes it worse. I know it is very easy for me to say so, but I went through those tough times when all seems lost, along with my shipmates. I literally saw people going to pieces and breaking up, unable to work and perform to alleviate a bad situation. They were useless to the cause. These were the times that made me fatalistic – after all it is only my insignificant life that is at stake.

The trying times on the Chennai Perumai reinforced a kind of resolve in me that I will not panic under any situation and will lead by example. This coolness under stress later became a hallmark of mine due to which my ship’s staff boldly followed me into dangerous situations, with them knowing fully well that I have assessed the risks involved and am leading from the front, rather than send others into danger. Numerous incidents of such a nature will be narrated as and when they occur.

To my regret, one of the important pieces of machinery that I did not learn anything about were the Deck Cranes and their hydraulics. The cranes were all manufactured by Haggelunds. Later, as Chief Engineer, I had to learn about Hydraulic Deck Cranes the hard way, after break downs.

Financially, I was now a major contributor to the family, which gave me a sense of responsibility. My family had always been on the knife edge between lower income group and middle income group. My Father was hardly clearing Rs. 1,500 as pension in those days. In sharp contrast, for the position from which he retired, today (2022) he would be getting a pension of around Rs. 50,000. The family was now slowly coming to a position where they could indulge in things that they had previously denied themselves. To my eternal regret, I was a couple of years too late in financially assisting my younger Sister in doing her MBBS, as she was already into her Final Year BSc, at which time only my wages had increased.

Rangan

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