Sessional_Paper_1929 — Page 61

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(ii). Evidence as to the origin of, or necessity for, these certificates was not obtainable, but it is apparent that there is no present or prospective shortage of officers, and, should this eventuality arise, it is considered that the better qualified officers with foreign go- ing certificates of any grade could more ably fill any deficiency. (ii). It is noted that there are no corresponding river trade certificates

for engineers.

(iv). We recommend the abolition of River Trade Certificates without prejudice however to the present holders, of whom only 3 are likely to seek employment. (vide Appendix III).

(b). The agreements made between owners and master and the master and crew

and the notice to be given to terminate these agreements.

(i). Masters are frequently engaged on an agreement terminable at 24 hours notice and the Commissioners are of the opinion that such casual occupation does not always attract a good type of officer, and that the fear of dismissal frequently restricts any ac- tion which a master may consider necessary when the interests of a ship are opposed to those of the owners. It may be noted however that the evidence of masters was not unanimous in con- demning this practice.

(). The Hon. Attorney General was consulted with regard to the pos- sibility of introducing legislation to ensure the employment of masters on more reasonable terms but his opinion was unfavour- able, mainly on the grounds of interference with the freedom of contract.

(i). The co-operation of H.B.M. Consul General, Canton through the medium of the Canton Consular District Regulations 1915 (amended if necessary) would be of material assistance in en- couraging owners to select suitable masters and we suggest this channel be further investigated.

(iv.) Agreements between the master and crew are referred to later.

(c). The system of engagement and discharge and payment of wages of native

seamen.

(i). No objection is seen to the continued use of the form of agree- ment provided by the Merchant Shipping Act (usually known as the Articles) to include such terms as may be mutually agreed • upon between the Master and the crew.

(). It is apparent that the Articles are generally incorrectly kept and that, owing to the prevalence of the system of substitution, the names on the articles give little indication of the identity of the men actually on board.

(i). To obviate this and to induce the engagement of capable seamen it is considered that discharges should be insisted on in accord- ance with Ordinance No. 10 of 1899, section 5 (9). Discharges should be continuous and should include a method of identifica- tion of the persons to whom they are issued. This system is in force in India and has been adopted on their own initiative by a number of the more prominent shipping Companies in Hong Kong and we see no reason why it should not be adopted officially. (iv). It is considered that the Master would have more control over a more permanent crew and that various irregularities would there- by be lessened.

(v). The fact was elicited that the crew is generally largely in excess of the number for whom accommodation is provided and we re- commend that the crew signed on should be limited to the number for which crew space is certified, any other persons carried being technically "passengers".