Your Radar to Shipping, Marine & Ports World
Vol - 6 Issue - 2 • OCT - NOV 2013 • MUMBAI • ` 150
10-12 February 2014, Mumbai, India
Marine Training & Education
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a) Pass in 12th Std (10+2) with PCM average not less than 55% and 50% marks in English at SSC or HSC (OR) b) With Physics as individual subject in one of the year, B.Sc. in physics, math’s, Chemistry or Electronics with an average of not less than 55% marks in final year. (OR) c) B.E./B. Tech. Degree from I.I.T Or from college recognized AICTE/UGC/DEC. NOTE: REQUIREMENT OF ENGLISH : 50% marks in English at 10th or 12th standard or in the Degree/Diploma course conducted by the Board or any university.
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Prefer ably 17 to 25 yrs
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09) CHEMCO – SPECIALISED TRAINING FOR CHEMICAL TANKERS OPERATIONS
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40) Up-gradation Course for Deck Officers (3 Monday of Every Month) Value Added Course:- 41) BRIDGE TEAM MANAGEMENT (BTM) COMMENCING SHORTLY
42) BRIDGE RESOURCE MANAGEMENT (BRM)
43) G. M. D. S. S(Global Maritime Distress & Safety Systems)
CONTENT Chairman : Jasu Shah Publisher, Printer & Editor : Maulik Jasubhai Shah Chief Executive Oﬃcer : Hemant Shetty
Vol. 6 | Issue 2 | OCT - NOV 2013 | Mumbai | ` 150
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| Oct - Nov 2013
Interview 8 ‘The future scenario of Indian crew supply is
still going to be bright’ - Capt C L Dubey, Owner & Principal, Mumbai Maritime Training Institute (MMTI) Features
10 Taking Indian Marine Education to Next Level 23 Coastal Shipping Policy: Need of the Hour
- Rakesh Roy 12 Regulations on Energy Eﬃciency of Ships
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50 Book Review
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- Niteen M Jain & Nazir Ahmed Moulvi 6|
Contents 4-6.indd 6
| Oct - Nov 2013
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‘The future scenario of Indian crew supply is still going to be bright’ India has a long maritime tradition with the provision of expert mariners who are proficient in the skills in sea and expertise in sailing & familiarity with maritime affairs. Capt C L Dubey, Owner & Principal, Mumbai Maritime Training Institute (MMTI), details about the India’s potential strength & deficiency in supplying adequately trained manpower to the global shipping with an exclusive interview with Rakesh Roy. Excerpts… From 80’s traditional shipping or sailing that never required a lot of equipment or a plethora of knowledge to today’s sophisticated vessels and associate equipment which require variety of skills amongst seafarers, what is the drastic evolution the marine training & education sector has witnessed in this period? In 80’s, the Navigation / sailing had sextant very frequently used. The position of the vessel in the high seas was fixed mainly by sextant. Then the Sat Nav (Satellite Navigation) came, which was replaced by Global Positioning System (GPS). Presently, the sights are obsolete & position fixing of the vessel is mainly done by GPS on the high seas. In the coastal regions, the radar is still principal means of position fixing. Lately the A.I.S., V.D.R., LRIT & BNWAS have been added up as the bridge equipment. The plethora of knowledge being imparted to the seafarers in their competency courses is slightly reduced. It is because of the magnetism, Gyro & Celestetion Navigation being reduced drastically in today’s syllabus. India has been considered a major supplier of personnel to the global shipping industry. What are the strengths of the Indian seafarers? Why are they considered to be ‘good value for money’? Indian seafarers are one of the most sought after seafarers in the world, because of their knowledge and hardworking abilities. Another very important factor 88 ||
Captain. C L Dubey.indd 8
Capt C L Dubey Owner & Principal Mumbai Maritime Training Institute (MMTI)
which works in their favour is that they are available at relatively lower costs as compared to their western counterparts. The performance of Indian seafarers has culminated in India emerging as a major manpower supplying nation to the world shipping. The strength of Indian seafarers is: • Good knowledge of English • Good professional knowledge & thus they have good value for money. How does India fit into the world-wide scenario for future crew-supply, especially when Filipinos’ command on communicating using English and China aggressively promotes English in the country? The future scenario of the Indian crew supply is still going to be bright but we have to further improve on attitude problem & English language. “POSITIVE ATTITUDE” topic should be dealt within all courses wherever possible. Crisis management is another topic to be stressed upon. Specific English language education programme compliance with the STCW standards for non-native English language speakers appears to be in need of a review and, if necessary, should be revised. It is true that of late, countries with smaller populations and a more recent maritime tradition have out stripped us in the supply of personnel to the international shipping industry. Hence, the Indian Maritime Education System should be enhanced and lifted to its fullest potential to take marine training & education not only a world class
| Oct - Nov 2013
INTERVIEW education for the future seafarers but would also take Indian education at a global platform. Apart from Indians, many foreign maritime students are upgrading their skills in Indian marine institutes. How do you look into this scenario? Many foreign maritime students - from Africa, Middle East and West Asia countries - are upgrading their skills in Indian marine institutes due to the cost advantage in the country. As for as foreign maritime students are concerned, they basically do modular courses here in India. When they have started their pre-sea training from India, they are allowed for further examination here. This is the sector which can be changed in to opportunity by which Indian Govt. can earn good foreign exchange & Indian Maritime Institutes can get Foreign Maritime Students. This will happen only after the foreign maritime students are allowed to do courses & appear for examinations here in India to get Indian C.O.C. Currently, over 80,000 maritime officers working in the global shipping industry are from India, and they opt for receiving various training as the Maritime Agenda 2020 which states that all port personnel, including officers, should re-train them towards multi-skilling. How is the Indian marine training & education sector preparing to tackle the situation? As per STCW’2010, most of the competency & proficiency certificates are to be upgraded every 5 years. The Indian Maritime Administration is already set the ball rolling & there is no doubt that by 1 st January 2017 all the up gradation courses will be done by all Seafarers. And the Indian marine administrative – the Director General of Shipping – has already taken programmatic steps in giving directive to the marine education sector or planned strategy to tackle the situation. Many private maritime institutes in India are lacking quality of marine training that affects the country’s quality of superior seafarers and lack of on-board ship training which is mandatory requirement for looking a career in sea. What is your take on it? For superior seafarers, the competency courses are limited to only few institutes majority of which are sincere & serious about the training. It can not be denied that few private Maritime Institutes are compromising & giving more importance to financial gain & less importance to quality.
As far as onboard ship training is concerned. The Indian maritime administration has made sponsorship by shipping company as a compulsory requirement for admitting deck cadets for training. However, the shipping companies are not able to provide enough training berths and it is my personal opinion that RPSL No. is to be associated with specific No. of training berths for each company. Though the maritime training sector passes through a difficult phase due to the prolonged recession in international shipping, what would be your wish-list in terms of India’s maritime administration reform in the regulatory processes for maritime training to keep pace with the competitive requirements of international shipping? There is recession in the International & Indian shipping and hence the maritime training sector is also passing through a rough patch. But that will not go on forever. Indian maritime education, training and examination system which is a growing recognition that in the increasingly competitive workforce supply scenario in global shipping, excellence in maritime education and training is a necessity. Hence, the regulatory administrative should introduce major reforms in the regulatory processes for maritime training to keep pace with the competitive requirements of international shipping. It’s my personal wish that Indian Maritime administration should allow foreign nationals to do the courses & examinations in India. After all, only when they come to the required standard & pass Govt. examinations, they will get the COC. Thus, there will be no dilution of standards. It is also my wish that Indian nationals having lower foreign COC’s should be allowed to do higher courses in India & get Indian COC after passing their examination. What is the Way Forward? India being an heir to an ancient maritime heritage has a special responsibility to maintain this tradition and provide excellence in the field of manpower. Unless issues relating to the sustainability of the quality of maritime education and training are sorted out, the goal of taking the Indian maritime education to the next level will remain a distant dream. To retain the lead, the Indian marine administrative has to take concerted efforts to establish rigorous training & education standards to keep path with international level. At present maritime administration i.e., D G Shipping – Mr Gautam Chhaterji - is very active, hardworking & practical person who is quick in taking decisions majority of which are giving good results. Oct Oct -- Nov Nov 2013 2013 ||
Captain. C L Dubey.indd 9
Taking Indian Marine Education to Next Level India for long has been preferred as a major supplier of marine personnel to the global shipping industry for its competent, efficient and cost-effective approaches. Indian marine training & education sector, which is administrated by its regulatory administrative - the Director General of Shipping, credits a lot in providing more than 80,000 seafarers to the global shipping. Though this has been the result of the decades-old maritime education, training and examination system in India, there is a growing recognition that in the increasingly competitive workforce supply scenario in global shipping, excellence in maritime education and training is a necessity.
Indian Marine Education Perspective India has been a seafaring country for centuries. India’s maritime history goes back to Indus Valley Civilisation when an active trade existed with Mesopotamia and Egypt. The long maritime tradition has helped India to develop an expertise in sailing and familiarity with maritime affairs. As now India owns merely 1 per cent of the global shipping fleet, but supplies more than 6 per cent of the total seafarers to the world fleet. Currently, there are about 82,000 India-born seafarers working on board ships globally.
Directorate General of Shipping. Currently, there are more than 140 public and private maritime training institutes in the country offering pre-sea and post-sea training in various courses and streams, functioning under the centralised control and monitoring regime of the regulatory administrative. Apart from Indians, many foreign maritime students - from Africa, Middle East and West Asia countries - are upgrading their skills in Indian marine institutes due to the cost advantage in the country. Challenges Ahead
Indian seafarers are one of the most sought after seafarers in the world, because of their knowledge and hardworking abilities. Another very important factor, which works in their favour is that they are available at relatively lower costs as compared to their western counterparts. The performance of Indian seafarers has culminated in India emerging as a major manpower supplying nation to the world shipping.
Despite a high level of demand for Indian seafarers in the global maritime sector, there are many areas where Indian Marine Training & Education sector are observed to be lacking. Below are some deficiencies that Indian Marine Training & Education sector is in dearth of, should be taken care by the Indian regulatory administrative to uphold the nation’s interest in providing the future worldwide crew:
Maritime education and training sector in India is administrated by its maritime administration, the
• Dearth of technical traits due to the lack of specialised technological training facilities at most of the Indian
Taking Indian Marine Education.indd 10
| Oct - Nov 2013
maritime institutes, mainly because of the expensive training instruments. On-board training has become a big obstacle for students looking for a career at sea with the backlog of those waiting to undergo the mandatory requirement running into a few thousands. Unlike other professional courses, students are stuck if they don’t get training berths on-board ships. The large and rapidly growing backlog of trainee officers who have completed pre-sea courses but are unable to get training berths on board ships—a prerequisite for their certificates of competency in the entry grade—has been a matter of concern for the maritime administration. Lack of research programmes, trained teachers and placement opportunity in Indian marine training institutes find many marine engineering students to achieve their marine engineering dream at stake. Many private maritime institutes in India are lacking quality of marine training that affects the country’s quality of superior seafarers. Hence, the monitoring mechanisms for physical inspection of these institutes by the maritime administration largely depends by teams from the respective academic councils, predominantly comprising technical officers of the directorate. However, the growing number of maritime institutes and the increase in responsibility of the administration for the implementation of new international maritime convention requirements, aggravated by a shortage of technical officers, have affected the efficacy of the extant inspection regime, forcing the directorate to evolve alternative monitoring mechanisms to ensure the quality and uniformity required. Over more than 80,000 maritime personnel working in the global shipping industry are from India, and they opt for receiving various training as the Maritime Agenda 2020 which states that all port personnel, including officers, should re-train them towards multi-skilling. It says that every employee shall undergo different tiers of training programme during his service. Indian marine administrative should such directive to the marine education sector or planned strategy to tackle the situation. Lack of or insufficient English language skill among the Indian seafarers in the international environment is a concern for the maritime administration.
Way Forward As the entire maritime training & education sector passes through a difficult phase due to the prolonged recession in the international shipping, the time has come for the Indian’s maritime administration to commence major regulatory reforms for maritime training & education sector in keeping pace with the competitive requirements of global shipping. The regulatory administrative should be taken necessary steps to calibrate its seafaring
supply-side mechanism in checking systematic deficiencies from Indian marine training & educations institutes. The approaches towards the reforms of marine education & training in India are detailing below: • Efforts to enforce training commitments by institutes and local fleet owners to raise shipboard training berths have not yielded the desired results. That will help the growing backlog of trainee officers who have completed pre-sea courses but are unable to get training berths on board ships. • Inspection processes a maritime training institute is required to undergo on a regular basis—scheduled inspections by academic councils, quality certifications by certifying bodies and grading of the institutes by rating agencies. • Ship classification societies (entities that verify ships for sea worthiness) authorised by India can henceforth offer their services for the inspection, gradation and certification of the maritime institutes. • Monitor to the mechanism of training institutes for looking to increase the nation’s share of global seafarers by tapping some portion of the shortage of personnel facing the shipping industry over the next five years. • Introduce grading mechanism of the various institutes broadly conducting similar training programmes that will benefit stake-holders—the prospective candidates, institutes and shipping companies—in addition to providing realistic inputs to enhance the monitoring and control mechanisms of the maritime administration. • Specific English language education programme compliance with the STCW standards for non-native English language speakers appears to be in need of a review and, if necessary, should be revised. Conclusion India being an heir to an ancient maritime heritage has a special responsibility to maintain this tradition and provide excellence in the field of manpower. Unless issues relating to the sustainability of the quality of maritime education and training are sorted out, the goal of taking the Indian maritime education to the next level will remain a distant dream. To retain the lead, the Indian Marine administrative will have taken concerted efforts to establish rigorous training & education standards to keep path with international level. It is true that of late, countries with smaller populations and a more recent maritime tradition have out stripped us in the supply of personnel to the international shipping industry. Hence, the Indian Maritime Education System should be enhanced and lifted to its fullest potential to take marine training & education not only a world class education for the future seafarers but would also take Indian education at a global platform. - Rakesh Roy Oct - Nov 2013 |
Taking Indian Marine Education.indd 11
ď ›FEATURESď ?
Regulations on Energy Efficiency of Ships Aiming to reduce Green House Gas (GHG) emissions from ships and increase the energy efficiency of ships, Marine Environment Protection Committee of International Maritime Organisation (IMO) has adopted two major initiatives in July 2011 - Energy Efficiency Design Index (EEDI) for new ships and Ship Energy Efficiency Management Plan (SEEMP) for all ships - which have entered into force from January 2013. While the EEDI is in the hands of the shipbuilder, or the designer, the Ship Energy Efficiency Management is in the hands of the ship operator and the Charterer. The paper explores the various aspects of deploying the application of EEDI for all new ships and SEEMP for all existing ships in reducing Carbon Dioxide (CO 2) emissions and saving fuel cost from international shipping for every year up to year 2030.
arine Environment Protection Committee of International Maritime Organisation in July 2011 has adopted a set of technical requirements aimed to reduce Green House Gas (GHG) emissions from ships which includes two types of measures (1) Energy Efficiency Design Index (EEDI) for new ships and (2) Ship Energy Efficiency Management Plan (SEEMP) for all ships. These regulations have entered into force since 1 st January 2013.
While the EEDI is in the hands of the shipbuilder, or the designer, the Ship Energy Efficiency Management is in the hands of the ship operator and the Charterer. Technical design measures include the use of nonfossil fuels as well as further optimisation of engines, hull, and propeller. Operational measures include, inter alia, better utilisation of cargo capacity, better voyage planning to strike the right balance between times spent underway and fuel consumption, and enhanced energy efficiency in ship operation. Drawing an obvious parallel with the car industry, the technical design measures are clearly in the hands of the car manufacturer. The manufacturer can optimise the design for better fuel economy, test it under certain standardised design conditions, label it, and use this information to increase car sales. Merely because technical design measures and operational measures are separated, the customer is able to compare the standardised fuel economy of various cars, when choosing, and regulators are in a position to set minimum 12 |
Overview of energy.indd 12
standards. Operational measures are in the hands of the consumer and stimulated by other means. Study on IMO Energy Efficiency Measures As per a study commissioned by IMO (MEPC 63/INF.2 dated 31 October 2011), it is estimated that application of the EEDI for all new ships and SEEMP for all existing ships will reduce approximately 150 M tonnes of CO 2 from the atmosphere annually by 2020, depending on the growth in world trade. For 2030, the reduction will be approximately 330 M tonnes annually. The average annual fuel cost saving is estimated between USD 20 and USD 80 billion (average USD 50 billion) by 2020, and between USD 90 and USD 310 billion (average USD 200 billion) by 2030. Energy Efficiency Design Index (EEDI) The basic idea of the EEDI is to give each and every new vessel a calculable figure that will denote its emissions of CO 2 in relation to the amount of tonne-mile of cargo carried. It is not unlike the ratings given to fridges and cars today. Consider the following simplified EEDI formula: the CO 2 emission represents the total CO 2 emission from combustion of fuel, including propulsion and auxiliary engine sea load, taking into account the carbon content of the fuels in question. If innovative energy-efficient technologies are incorporated on a ship, their effects are deducted from the total CO 2 emission. The energy
| Oct - Nov 2013
FEATURES The basic idea of the EEDI is to give each and every new vessel a calculable figure that will denote its emissions of CO2 in relation to the amount of tonne-mile of cargo carried. It is not unlike the ratings given to fridges and cars today.
saved by the use of renewable sources of energy e.g., wind or solar energy is also deducted from the total CO 2 emissions based on actual efficiency of the systems. The transport work is calculated by multiplying the ship’s capacity (deadweight), as designed, by the ship’s design speed measured at the maximum design deadweight condition and at 75 per cent of the rated installed main propulsion engines. Denoted in grammes of CO 2 emitted per tonne nautical mile (the emissions from taking a tonne of cargo one nautical mile) the figure should be below a relevant benchmark for the specific ship type and size. The bench mark is established from the corresponding average figures of existing ships of specific type and size. Vessels that exceed this benchmark figure and are therefore heavier polluters will not be certified to operate. The figure for the benchmark will then be lowered over time as new technology provides the capabilities for more energy efficient ships to be built.
stakeholders, as long as the required energy-efficiency level is attained, enabling the most cost efficient solutions to be used. The EEDI formula, as currently drafted, is not supposed to be applicable to all ships, as it is explicitly recognised it is not suitable for certain ship types, e.g. ro-ro vessels and for ships with diesel-electric, turbine or hybrid propulsion systems. Suitable EEDI regulations for ship types not covered by current regulatory regime has been now developed and scheduled to be adopted in 2014 at 66 th Session of MEPC to address the largest emitters among those first namely, Ro-ro cargo ship (vehicle carrier), Ro-ro cargo ship, and Ro-ro passenger ship; Cruise passenger ship having non-conventional propulsion and LNG carrier with (Dual Fuel Diesel – Electronic (DFDE) propulsion and steam turbine propulsion). Ship Energy Efficiency Management Plan (SEEMP)
Indeed, the first iteration of the EEDI has been developed for the largest and most energy-intensive segments of the world merchant fleet, thus embracing 72 per cent of emissions from new ships and covering ship types: oil and gas tankers, bulk carriers, general cargo ships, refrigerated cargo carriers and containerships.
Ship Energy Efficiency Management Plan (SEEMP) is a ship specific system to be used by ship operators to enhance the energy efficiency and the emissions performance of their ships by applying identified technical and operational measures to improve fuel efficiency. The SEEMP seeks to improve a ship’s energy efficiency through four steps: Planning, Implementation, Monitoring and Self-evaluation & Improvement.
It is a non-prescriptive mechanism that leaves the choice of what technologies to use in a ship design to the
These components play a critical role in the continuous cycle to improve ship energy management. With each
Examples of Energy Saving Technologies Minimising Hull Resistance and Increasing Propulsion Efficiency
Propulsion Improving Devices (PIDs)
• Optimising the Hull Form (Lines)
• Wake Equalising and Flow Separation
• Forebody Optimisation
• Alleviating Devices
• Reduction of wave making resistance by shape of Bow
• Pre-swirl Devices
• Aftbody Optimisation
• Post-swirl Devices
• Twin Skeg Design
• High-efficiency Propellers
• Appendage Resistance • Maneuvering and Course-keeping Considerations
Oct - Nov 2013 |
Overview of energy.indd 13
FEATURES Ship Energy Efficiency Management Plan (SEEMP) is a ship specific system to be used by ship operators to enhance the energy efficiency and the emissions performance of their ships by applying identified technical and operational measures to improve fuel efficiency.
iteration of the cycle, some elements of the SEEMP will necessarily change while others may remain as before. SEEMP of a ship should contain measures identified for improving her energy efficiency along with identification of person(s) responsible for implementation, method of monitoring of status and periodicity of such monitoring. Measures to improve energy efficiency of existing ships could be (a) operational in nature e.g., improved voyage planning, weather routeing, speed optimisation, optimum trim, hull and propeller cleaning etc as well as (b) technical in nature e.g., fitment of appendages for improvement of ship’s propulsion efficiency, application of low friction hull coating etc. Technical Measures to Improve Efficiency of Ships & Achieve Required EEDI
(a) DWT Enlargement (b) Speed Reduction (c) Application of New Technologies DWT Enlargement: Although larger DWT (deadweight tonnage) requires larger engine power, DWT enlargement can improve the efficiency i.e., reduce the value of EEDI. This is because, generally speaking, the necessary engine power increases in proportion to the DWT increase powered by two-third, and therefore the increase of the denominator outweighs that of the numerator. It should be noted that, while DWT enlargement improves the efficiency and lowers the EEDI of a ship, the ship would be subject to lower (more stringent) Required-EEDI. Speed Reduction: Lowering the speed would reduce the necessary engine power considerably as the engine power is in proportion to the speed powered by three. Thus, speed reduction is very effective in improving the efficiency. Application of New Technologies: New technology here means one which can be considered as technically achievable and be applicable to a particular ship type from an engineering viewpoint.
Figure 1: The conceptual relationship between EEDI and improvement measures.
The advantage of application of new technology is that it can improve the EEDI without changing DWT or ship speed; the improvement of the efficiency would not cause any changes to, or constraints on, the operation patterns of the ship.
The energy efficiency of new ships is measured by Energy Efficiency Design Index (EEDI), which should be calculated in accordance with Guideline on the method of calculation of the attained energy efficiency design index (EEDI) for new ships - Resolution MEPC.XX(63) developed by the IMO. In considering how to improve the efficiency of ships, it is important to understand the relationship between EEDI and efficiency improvement measures, i.e., how each improvement measure affects the EEDI. Figure 1 illustrates the relationship between EEDI and improvement measures. Simply put, there are three approaches to improve the value of EEDI:
Overview of energy.indd 14
Author: Indra Nath Bose Head - Quality, Safety & Training The Great Eastern Shipping Co Ltd Email: firstname.lastname@example.org
| Oct - Nov 2013
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ď ›FEATURESď ?
Review of Dredge Certificates Though dredging industry contributes to the national economy in its own way by allowing deeper draught vessels to Indian ports, India is not able to produce dredging professionals due to lack of demand in the commercial world. This article conveys that adequate policy and measures need to be undertaken for the dredge certificates for classification under STCW convention.
ver the last decade the world trade of goods, especially transported by container, has increased substantially. This tendency of linear increase in the transportation has enabled the shipping companies to build and employ bigger ships to reduce the cost of transportation and to meet the global demands. Consequently the employment of the bigger ships stipulated the growth of world trade and economy. Due to the expected increase in the larger scale of container shipping, the ports developed its infrastructure to attract the giants of the sea. Large shipping companies often have selected few ports in their pendulum services, those ports that have the best infrastructure with lesser turnaround time. Most of the Indian ports have drastically developed their infrastructure in the last few years to accommodate the
Review of Dredge.indd 16
bigger vessels to attain higher revenue thereby facilitating an increase in our national revenue. The cargo handling is projected to be close to 2 billion tons by 2025. Our present forecast and analysis indicate and predict that the total volume could as well reach 1 bio tons by 2011-12. Further, the above fits exactly in the growth curve as forecasted by Dutch consultants till 2011-12, however, with a linear growth of nearly 100 per cent by 2025-26 to reach 2 bio tons. To achieve the above, deepening and widening of the channel is essential to achieve the NMD Policy. Dredging in figures does not provide a specific outlook. Predictions for the period thereafter are difficult, however, for the Indian market, the dredging industry shall peak by 2018 and attain saturation point by 2020.
| Oct - Nov 2013
ď ›FEATURESď ?
It is uncertain to what extent a decline in dredging volumes is to be expected, to a certain degree, the decline in private infrastructure investments seems to be compensated by government infrastructural projects by deepening and widening of the channels for deeper draft vessels as per the plan of Shipping Ministry 2025. It is foreseen that 4.023 bio cubic meter dredging shall be required to achieve, be consistent with the growth rate to build the additional capacities, the cumulative capital dredging shall be 1.611 bio cubic meter and maintenance dredging shall be 2.412 bio cubic meter for the next 10 years ending by 2025. The maintenance dredging in India shall increase by 37.1 per cent and capital dredging by 62.9 per cent by 2020 in addition to coastal, inland and waterways dredging, presently around 28 per cent of the Indian dredging open market requires augmentation of dredging equipment. With new government ordinance and legislation, the dredging industry in India has increased to 23 registered Indian companies from one state owned Dredging Corporation of India, dredging vessel classed with IRS has increased from 1.77 per cent to 3.93 per cent with the tonnage increase of 0.58 per cent to 1.67 per cent. Globally, in the last decade the dredgers in the world
capacity have increased by 23.8 per cent. Indian flag dredgers constitute 3.98 per cent of all types, 5.64 per cent of TSHD and 4.43 per cent of CSD respectively with the global dredging statistics. Dredging fleet strength under Indian flag has increased by 34 per cent during the last half a decade with incorporation of new Indian dredging. Indian dredging industry forms 5.27 per cent of the total national maritime sector, whereas 3.98 per cent of the Indian industry accounts for the global dredging industry. 19.5 per cent and 4.55 per cent of the dredge crew and the certified dredge professional contribute to the global dredge crew and qualified dredge professional respectively suggests that there exists opportunities. The stiff competition has resulted in a sharp increase of maintenance dredging cost by 22 to 65 per cent as compared to last decade and capital dredging has seen a sharp increase of 70 to 80 per cent. Indian dredging industry forms 5.27 per cent of the total national maritime sector, whereas 3.98 per cent of the Indian industry accounts for the global dredging industry. 19.5 per cent and 4.55 per cent of the dredge crew and the certified dredge professional contribute to Oct - Nov 2013 |
Review of Dredge.indd 17
FEATURES the global dredge crew and qualified dredge professional respectively. Thus, the employment opportunities within the dredging industry are relatively insignificant both in the national and international industry. Nevertheless, despite of the dredging industry plays a vital role in enhancing the national economy by providing access for deep draught vessels for waterborne transportation, relatively the cheapest mode of transportation for ages. Unlike the west, India doesn’t produce dredging professional in large quantum to operate the dredger due to several restrictions, less demand in the commercial world and pattern of dredge certification. Dredging Corporation of India (DCI), being the only Directorate General of Shipping (DGS) approved nodal agency in India, educates and imparts training for its own inhouse cadet officers for dredge examinations to build their work force. Nonetheless, DCI has been successful in training and sustaining the deck officers to a greater extent, but miserably failed in sustaining the engineer officers, due to the limitation and restriction of the certificates under MS Act 58. Clause 78, of MS Act 58, provides certification for dredge professionals [Refer table]. The forecast for shortage of Indian dredge personnel shall be 64 per cent by 2020 against the present shortage of 31 per cent. However, opportunities continue to exist for new entrants in the dredging industry due to the quantum of development within ports sector as well the Government initiatives proposed to promote the dredging industry for competition without development of the additional infrastructure such as training needs for the industry, manpower, availability of expertise and etc. The Government of India though have issued Government orders in 80’s for dredge certificates, along with Ministry of Shipping endeavors to put forth their best efforts to develop the maritime industry and to increase the Indian tonnage to achieve the projected rate of GDP by introducing Tonnage Tax Scheme, extended even to the dredging industry from the financial year 2005-06. It is to note that both the big and medium dredging players in India are unable to source cadet officers within the Tonnage Tax Regime, due to the lack of dredging institutions in India and for dredge certificates that has no relevance within the STCW convention, nor explained within the framework of META manual that are readily available for the budding seafarers. With the advent of information technology and the right for information, all the requisite information regarding the sea career is readily available for anyone. Further, the Income Tax Act 1961 doesn’t exempt the dredge certificates holders from 18 |
Review of Dredge.indd 18
Income Tax, despite the hardships and the sea conditions remain the same, for the above reasons cadet officers are reluctant to pursue dredging career. Due to the reasons cited above, there has been a constant depletion of dredge manpower over the last few decades. With increasing potential in maritime industry, there is an immediate necessity to augment additional capacities to the existing available port capacity. With increasing need of widening and deepening of the navigational channel to build the port capacity, there exists ample opportunity for employment and business prospective within the dredging industry. Inspite of DG Shipping recent initiative of facilitating alternative training module, there exists shortage within the dredging industry due to the lack of continuous demand and supply. It is imperative that adequate policy and measures to be undertaken for the dredge certificates to be classified under STCW convention with limitation to operate dredgers only and with suitable linkage to all other certificates as the certificate is issued under MS Act 58, STCW, META Manual and MLC 2006. (With inputs from G. Sunil Victor, G Benjamin Victor)
Author: Prof. Dr. GYV Victor Member, Board – EADA (Asia, Paciﬁc region) Advisor – Dharti Dredging and Infrastructure Limited Email: firstname.lastname@example.org
| Oct - Nov 2013
Marine Oil Spill Response Technology & Economics
This article provides an insight into oil spill response equipment to ports and oil exploration and production companies. The equipment are one kilometer of boom, skimmer, power pack, tow tank and other accessories to provide response capability to contracted clients.
il spill incidents catch the attention of an ordinary citizen when an incident worthy of television coverage occurs. However, behind the public domain, there is a regime of regulatory mechanism, international conventions, contingency planning, equipment stockpiling and response preparedness that is ongoing throughout the year in India, and in every coastal state or country. Few characteristic features of this sector that explain ‘why we are, where we are’, are discussed here. The response equipment is typically booms stowed on reels, skimmers and tow tanks. They are quite bulky. They are also usually self-contained for their power requirements, since they have to be operated in remote locations and on ‘vessels of opportunities’. The diesel hydraulic system is a favorite as portable power pack for turning the boom reel or the skimmer or even operating a blower to inflate the boom. Equipment in this sector is predominantly imported, at considerable costs, though these equipment are not ‘hi-tech’. Design innovation has been slow in this area around the world. Understandably,
Diesel hydraulic 28 lpm power pack
Marine oil spill.indd 19
emergency response sector seeks reliability, mobility and versatility and not ‘automation’ in such equipment. Recent innovations around the world have been propelled skimmer units with remote hydraulic drives, to direct the skimmer towards the oil patch. Bio remediation, while useful on the beaches, has not been a favorite in tidal or coastal waters due to the challenges of containing the floating oil for long periods, until the bio remediation agent completes its work. Inventory optimisation by pooling of resources is one route towards cost optimisation. However, the equipment for spill response is characteristically bulky and not easily moved across geographies. Moving a loaded boom reel weighing up to 3 tons and of typical sizes of 15 cbm, is not ideal for airfreighting and is not fast enough by road. This has resulted in this industry model being ‘pool resources for larger spills’ called Tier 2 and Tier 3, and retain minimum mandated equipment on-site for Tier 1 spills. When spill occurs, oil may be pouring out of a pipeline or a crack or overflowing from a small air pipe and can be contained within a small area. But beyond half a day it may have hit kilometers of the coast, or thickened to an unpumpable viscosity or on the way to becoming a ‘mousse’. This will magnify the scale of the problem, besides rendering itself unfit to use of dispersants. Once the oil hits the coast, the response is predominantly manual and consequently slow. Thus, the time sensitivity of a spill response mobilisation and adequate on- site containment equipment inventory can never be overemphasised. Oil spill response organisations (OSROs) are mostly private players, providing requisite equipment and trained manpower on a timescale ‘service’ model. Being domain experts, these organisations are in the know of the latest knowledge in this subject. The OSROs usually have additional inventory and manpower to scale up the response if required. This service provider model
| Oct - Nov 2013
ensures professional maintenance and deployment of resources, which is extremely vital during an emergency. As ports move towards ‘landlord’ model, such specialist service providers will be more in demand from the port sector.
AlphaMERS has filed for patent for a special boom designed in house that can be produced in large quantities in short timeframes from available off-the-shelf raw material. The company is an OSRO providing response capability to two oil companies. The company is active in oil spill response, marine EIA and offshore renewable energy sector. The company seeks to progressively set up tier 2 and Tier 3 inventory in India, subject to support from industry players.
Being an emergency response mechanism and not directly contributing to revenue, many organisation would limit this budget to the extent necessary to manage the risks and ensure regulatory compliances, similar to insurance cover. Nothing wrong with that, if the budget is well spent. With the scale of oil EnP activity in India, it is viable to support a Tier 2 or 3 inventory in India, provided the oil industry seeks and supports such a move. In times of emergency, a response equipment stockpile within India will be far easier to mobilise than international inventory. There is ample scope for Tier 2 stockpile in oil handling hubs in the country. OSROs signing up multiple clients within one region, can afford to place a ‘shared pool of resources’ in addition to meeting the mandated inventory of each facility. It must be reiterated that revenue model of an OSRO is from the monthly or annual retainers and fees charged to the client. There will be few OSROs if any, who will set up inventory and await its cash flows only from response to stray incidents from uncontracted clients.
Author: Capt. Sekhar Managing Director AlphaMERS Email: Sekhar@alphamers.com
Oct - Nov 2013 |
Marine oil spill.indd 20
Coastal Shipping: Alternate Way India having coastline of 7517 km have the potential of selecting an alternate option of road and rail transport, which have now almost crossed their limits and choked. While currently going through a tough time, the industry is cyclical by nature and has experienced many peaks and troughs in the past. Let us explore the possibility to utilise this natural resource as an asset to achieve our transport goal in a better way.
ndia having a long coastline is served by 13 major ports (12 government and 1 corporate) and 187 notified minor and intermediate ports.
These ports account for nearly 90 per cent (by volume) of India’s international trade. Yet, coastal shipping, which accounts for only 6 per cent of the country’s overall domestic freight shipping is a complex and volatile industry that is constantly navigating the many twists and turns of the global economy. Shipping sector today encompasses the entire spectrum - international shipping, coastal shipping and inland waterways each charting its own navigational channels. The explosive economic growth as seen in India over the past decade has led to congested roads and overburned railway network. India has 4 million kms of roads, accounting for nearly 60 per cent of the domestic traffic of which the National Highways, which are 1.7 per cent of the network, carry as much as 40 per cent of the road freight. The Indian Railway network, one of the largest in the world is overburdened and operating at over 100 per cent utilisation. Numerous projects for upgradation are under way. These projects are unlikely to keep pace and meet the future demand.
National Highways carry as much as 40 per cent of road freight.
Coastal Shipping.indd 21
Unlike road transport, however, coastal shipping can only be a link in a multi-modal transport chain. For coastal shipping to be viable, the multi-modal chain as a whole including the land legs should be efficient and costeffective, a fact that is sometimes lost sight of. The India story will continue for quite some time to come and our economy will grow at a fast clip. However, road capacity is likely to be in short supply in the near future. Coastal waterways could help fill the gap. It is, thus, imperative that we divert freight from road to coastal waterways. Congestion of Roads and Railways The explosive economic growth witnessed in India since the turn of the century has led to congested roads and railways struggling to cope with ever increasing traffic. India has over 4 million kms of roads, the second largest network in the world. Some 65 per cent of domestic freight is moved by road. Yet, most of our roads are narrow and unsurfaced. National Highways, which are motorable with relatively greater ease account for a mere 1.7 per cent of the network but carry as much as 40 per cent of road freight. The Indian railway network too is one of the world’s largest with 115,000 kms of track over a route of 65,000 kms and 7,500 stations. The Railways carry 30 per cent of domestic freight annually. However, the network is overburdened, the condition of bridges enroute poor and signalling systems outdated restricting average train speeds around 30 kmph. Various ambitious projects for expansion and upgradation of roads and rail networks are under way. The National Highways Development Project has just seen the completion of the Golden Quadrilateral. The NorthSouth and East-West Corridors are under implementation and further development is planned. The National Rail Vikas Yojana, a massive railway development plan aims at reducing capacity bottlenecks, providing rail based port connectivity, constructing mega bridges and developing multi-modal transport corridors. Six dedicated freight corridors are on the anvil. These road and rail
| Oct - Nov 2013
The Railways carry 30 per cent of domestic freight annually
projects are, however, unlikely to keep pace with and adequately meet the challenge of economic growth in the foreseeable future. Studies have shown that the cost of transporting goods in containers from North India to South India and viceversa can be reduced by as much as 40-50 per cent at comparable transit times by using the multi-modal combination of rail and sea. All these factors indicate that coastal shipping has a potential area for heavy investment in the future carriage of cargo by coastal ships has several inherent advantages over road and even rail. It conserves energy, since ships are more fuel efficient than trucks. It is safer. Ships pollute the air a lot less than trucks. Coastal shipping also reduces congestion on land and can cater to huge parcel sizes. It is estimated that coastal cargo movement in India will continue to increase. This will increase demand for coastal shipbuilding and ship repair. Domestic coastal trade is likely to assume more importance due to the slowdown in global (overseas) trade and shipping. Roadmap Despite the global downturn, Indian domestic trade is expected to remain strong and coastal shipping will retain its strong potential. According to the Government’s 11 th
five year plan, coastal shipping will be proved revenue worth ` 190 crores via ship repairs alone. The future growth of port sector in India, including those of private minor ports, hinges a lot on coastal movement and inland waterways, even though the same may not be obvious today. The rail capacity constraint across India is the right trigger for growth of this sector. Ports have to build capacities in future for coastal cargoes with its own dynamics, being different from EXIM trade. Planning Commission has approved a Gross Budgetary Support (GBS) (at current prices) of ` 6,960 crore for the Ministry of Shipping for the 12 th Plan period. This implies a 108.5 per cent increase in GBS allocation to the Ministry during the current plan compared to 11 th Plan allocation of ` 3337.58 crore. Out of GBS of ` 6960.00 crore approved by Planning Commission, the share of Ports, Shipping and IWT sectors are ` 3057.47 crore, ` 2402.53 crore and ` 1500.00 crore respectively.
Author: Dheeraj Gupta Oﬃcer - Supply Chain Management Larsen and Toubro Ltd Email: email@example.com
Oct - Nov 2013 |
Coastal Shipping.indd 22
Coastal Shipping Policy: Need of the Hour
espite of a vast cost-line, spanning over almost 7516.6 km, thus forming one of the biggest peninsulas in the world, India’s costal shipping yet accounts only 6 per cent of the country’s total domestic freight. Coastal shipping – or short sea shipping is an alternate mode for transportation that can help address the challenges faced through use of road and rail. World over use of sea/waterways for transportation is a much more prevalent mode in apparent to India as a very lower share in waterways transportation. A study on ‘Infrastructure Finance – Key to sustainable growth’ by Assocham and Yes Bank has predicted a downturn outlook for Indian Shipping Industry in 2013-15 and has suggested the government to tweak a coastal shipping policy in order to enhance costal shipping and enable hassle-free multimodal transport within the country. Hindrance to the waterway transporting in the country, the study found that port congestion, exorbitant terminal charges, inadequate infrastructure and the inability of the Indian ports to meet rising demand in container traffic are the major constraints in plaguing the country’s shipping industry as a whole. Besides, the diminishing freight market, dwindling demand for ocean transportation of commodities, over-supply of new vessels, a volatile forex market and earnings squeeze are the other problems faced by the Indian shipping industry, the study said. The study has recommended increasing the Indian tonnage through necessary policy interventions to raise the country’s share in global ship building to 5 per cent from the present level of 1 per cent.
The study has also recommended measures like setting up of a freight exchange, promotion of inland waterways for cargo movement, multi-modal transport operations for door-to-door delivery, introduction of a Shipbuilding Subsidy Scheme and grant of Infrastructure status to shipbuilding industry by the government. Capacity overhang brought about by the low levels of international trade and fleet additions are likely to keep freight rates muted across the primary segments of dry bulk, tankers and container carriers in 2013-15, the study found. However, container and tanker rates may exhibit greater stability in 2013-15 due to high capacity additions, stable US demand and upbeat manufacturing activity in emerging nations like China, according to the study. Faced with high fuel costs and muted revenues, operating margins of shipping companies globally will continue to be under pressure in 2013-15, the study pointed out. The government has set up a National Maritime Development Plan (NMDP) to improve facilities at India’s 12 major ports envisaging expenditure of USD 12.4 billion. Moreover, USD 9.07 billion will be invested into 111 shipping sector projects by 2015 and the government is mulling a USD 2 billion package to help domestic shipping firms finance new vessel acquisitions as global lenders tighten their purse strings. (Source: The Economics Times) Compiled by: Rakesh Roy Oct - Nov 2013 |
Costa 35.indd 23
Freight Watch – September to October 2013 Charter rates of VLCC plying on route TD3 rose, after Saudi Arabia stepped up production to meet the production shortfall in Libya, rise in tanker demolitions, and increase in oil demand by Chinese refineries.
aily charter index for route TD3 (from Ras Tanura in Saudi Arabia, the world’s biggest oil-export site to Chiba in Japan), one of the world’s busiest oil route and industry benchmark, opened the month of September 2013 at 32 WorldScale (WS) points, up by 6.7 per cent from previous month’s close. WS points are a percentage of a nominal rate, or the flat rate, for over 320,000 specific routes. Flat rates for every voyage, quoted in USD per tonne, are revised annually by the Worldscale Association in London to reflect changing fuel costs, port tariffs and exchange rates. Notably, each flat rate assessment gives owners and oil companies a starting point for negotiating hire rates. Following the start of the month at 32 WS, the VLCC rates witnessed small spurt after Western countries scheduled to almost double amount of oil to be shipped to Asia. Later, however, it was reported, crude oil imports by China from West Africa was smallest in at least two years, curbing demand for VLCCs on the third-longest trade route, leading to fall in crude oil prices and impacting the charter rates. The voyage to China from West Africa takes about 34 days, compared with 20 days
Freight Watch.indd 24
from the Middle East, according to ICAP Shipping. It was further reported China will buy 702,833 barrels of West African crude a day in September, compared with 973,917 a year earlier indicating a fall of 28 per cent. This was also evident from the ship-tracking data compiled by Bloomberg, which reported 65 VLCCs sailing to China in first week of September compared with 67 a week earlier. According to analysts, China was reportedly favouring Russian and Middle Eastern crude oil over West Africa oil because of lucrative prices. As a result the charter rates for route TD3 hit a month’s low of 30 WS points September 4, 2013. Thereafter after remaining flat for some time, charter rates got boost amidst unrest in Middle East and North Africa fanning supply concerns, leading to stockpiling — boosting demand for imports and VLCCs. Civil unrest in Libya, once Africa’s third-largest crude oil producer, forced the country to curtail the output. As a result, the production fall to post-war low of 150,000 barrels a day compared with 1.4 million barrels produced in April this year. To compensate
| Oct - Nov 2013
FEATURES Shipping Capacity Statistics Particular
No of Ships in service
DWT Weight in ‘000 tonnes’
No of new ship orders
No of ships under construction
Order book as DWT %
No of Ships broken
No. of VLCCs sailing with cargo
No. of VLCCs anchored
Avg. speed of VLCCs in knots (Excl. Anchored) 9.13
Persian Gulf VLCCs Supply vs. Demand
Middle East Gulf
Oil - floating storage (1000 barrels)
Note: Supply – demand is 1, where both are equal; 1.1 signifies 10% oversupply whereas 0.9 means 10% deficit Source: Bloomberg
the loss of Libyan output, Saudi Arabia chipped in to produce replacement barrels, according to the International Energy Agency. Additionally, fears that Western nations may strike at Syria in response to an alleged chemical-weapons attack increased storage demand. As a result, by second week of September the VLCCs loading rose to 143, 15 per cent more than the January to August average. Freight rates were then also buoyed after Clarkson, the world’s largest shipbroker, raised VLCC Scrapping Forecast by 23 per cent to 3.2 million deadweight tonnes (MDWT) in 2013. Additionally, the shipbroker lowered the VLCC fleet growth forecast to 4.2 per cent to 194.7 MDWT compared with earlier estimate of 195.6 MDWT. Yet, tanker market was witnessing the biggest glut in terms of excess VLCCs (about 75) since 1985, equaling 13 per cent of the global fleet size, according to Frontline Ltd., the world’s largest VLCC fleet owner. Frontline Ltd. also urged the industry to scrap vessels aged over 15 years to reduce the supply glut. However, the fleet owners were holding on the scrapping hoping revival of freight rates in 2015. According to Carnegie SA, the VLCCs that are 15 years old or more account for about 10 percent of the global fleet, As many as 23 VLCCs were demolished by September this year, 53 per cent more than last year and the highest since 2003, according to Gibson. On the positive note, VLCC order-book is at lowest in decade (see table). This was expected to reduce the available tonnage, shrinking the supply.
By first week of October, surplus of VLCCs available to load crude oil in Persian Gulf over next 30 days contracted to 17.5 per cent, from 24 percent in the first week of September, according to Bloomberg. Higher production from Saudi Arabia increased the demand of tankers to ferry crude oil. A large chunk of increased production was bought by China. As a result the 64 VLCCs were reported to be sailing to China compared with 59 in late September. As the Chinese refineries increased processing rates, demand for oil kept pouring in, effectively reducing the supply glut to 14.5 percent, the lowest since June this year. This helped push the freight rate on Route TD3 to month’s high of 42.5 WS points on October 29, 2013. Subsequently, the freight rate closed the month at month’s high, rising by 41.7 percent in the two month period of September-October 2013. Authors: Niteen M Jain Senior Analyst, Department of Research & Strategy, Multi Commodity Exchange of India Ltd Email: firstname.lastname@example.org Nazir Ahmed Moulvi Senior Analyst, Department of Research & Strategy Multi Commodity Exchange of India Ltd Email: email@example.com
Oct - Nov 2013 |
Freight Watch.indd 25
Remembering ‘White Hurricane’
total of nine ships and over 200 people were lost during the ‘White Hurricane’ - the largest inland maritime disaster in US history. Storms along the Great Lakes have haunted sailors for more than a century and, in fact, served as one of the motivating factors for the creation of a national weather service when, in 1869, Rep Halbert E Paine of Wisconsin introduced a bill that called for the establishment of a weather warning service under the Secretary of War. From the storms of the 1860s to the fierce ‘November Witch’ that sank the Edmund Fitzgerald in 1975, one Great Lakes storm stands out as the deadliest. Nicknamed the ‘White Hurricane,’ this major winter storm stuck the Great Lakes on November 7-10, 1913, resulting in a dozen major shipwrecks, with an estimated 250 lives lost. It remains the largest inland maritime disaster in US history. This historic storm system brought blizzard
Marine Archaeology.indd 26
conditions with hurricane force winds to the Great Lakes. The unique and powerful nature of the storm caught even the most seasoned captain by surprise, as two low pressure centers merged and rapidly intensified over the Lake Huron, with periods of storm-force winds occurring over a four day period. Vessels at the time withstood 90 mph winds and 35 foot waves, but it was the whiteout conditions and accumulation of ice on the ships that turned an already dangerous situation into a deadly one, as ship captains were unable to maintain navigation. Maritime travel on the Great Lakes can become hazardous quickly, especially when the infamous November gales blow. In 1913, Weather Bureau forecasters would send gale warnings via telegraph to more than a hundred stations along the Great Lakes shores, where volunteers would
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MARINE ARCHAEOLOGY display flags and lanterns to warn sailors of deteriorating conditions. These warnings were typically hoisted 12 to 24 hours in advance of a storm. For sailors leaving port, there was no means of knowing the character of an approaching storm, and vessels beyond the sight of land were unable to obtain any information. In the case of the ‘White Hurricane’, Weather Bureau forecasters issued gale warnings on November 7. However, even the forecasters were caught by surprise by the strength and longevity of the powerful storm. At the time, weather forecasters did not have the luxury of computer models, nor the detailed surface and upper-air observations, weather satellites, or radar needed to make the most accurate predictions. Had forecaster then been privy to today’s upper-air and land- and satellite-based observing systems, they may have been able to determine the likely development of this type of storm system well in advance, as they did with Superstorm Sandy in 2012. As part of the forecast for Sandy NWS marine forecasters were able to predict storm-force winds over the lower Great Lakes five days in advance. The great technology and forecast models available to forecasters today led to a more accurate forecast, which saved mariners, recreational boaters, and businesses countless dollars as they were able to make preparations in advance of Sandy’s storm force winds and near 20-foot waves. One hundred years later, NOAA in the Great Lakes is commemorating the Storm of 1913, not only for the pivotal role it played in the history of the Great Lakes, but also for its enduring influence. Modern systems of shipping communication, weather prediction, and storm preparedness have all been fundamentally shaped by the events of November 1913. NOAA has created a Centennial Anniversary Website to remember the events of 1913 and highlight NOAA’s advances in technology and services. Using historic Weather Bureau documents, combined with information from the Twentieth Century Reanalysis
Project (provided by NOAA’s Physical Sciences Division), meteorologists at NWS Detroit, led by Science and Operations Officer Dr. Greg Mann, were able to produce a model simulation of the White Hurricane over the Great Lakes. Through this simulated storm forecast, one can approximate what the wave and wind conditions were during the storms peak. The results and analysis of the simulation are available in a special presentation produced by NWS Detroit. “The Storm of 1913 was one of the deadliest maritime weather disasters in North American history,” said Meteorologist-in-Charge Richard Wagenmaker of NWS Detroit. “Doing a unique numerical model retrospective allows incredible insights, never before possible, into what happened to some of the largest and newest ships in the Great Lakes fleet during that storm 100 years ago.” The simulation captured wind gusts over 80 mph and frequent waves to 36 feet on southern and western Lake Huron on the evening of November 9, 1913 — a six-hour period during which eight ships and 187 lives were lost. “The simulation appeared amazingly accurate considering limited observations for model initial conditions,” Wagenmaker noted. NOAA plays a major role in protecting maritime relics of the past, including many of the ships lost in 1913 have remained preserved deep below the surface of the Great Lakes. NOAA’s Thunder Bay National Marine Sanctuary is a 48-square-mile area of protected territory with one of America’s best-preserved and nationally-significant collections of shipwrecks. Located in northwestern Lake Huron, Thunder Bay is adjacent to one of the most treacherous stretches of water within the Great Lakes system. Unpredictable weather, murky fog banks, sudden gales, and rocky shoals earned the area the name “Shipwreck Alley.” To date, more than 50 shipwrecks have been discovered within the sanctuary including the Issac M. Scott, a 175 foot steel freighter lost in the storm of 1913. The vessels and businesses that operate along the Great Lakes contribute a large piece to the nation’s economy. The November 7-10, 1913, storm produced an estimated $6 million in damages, equivalent to $117 million today. The more devastating cost of the storm was the estimated loss of more than 250 sailors. Over the past century, NOAA has strived to make the Great Lakes safer and more productive by providing services that protect, monitor, and predict the maritime environment. NOAA’s effort to preserve and understand our Great Lakes is not only vital to the region but to the nation as a whole.
The 504-foot steel bulk freighter Isaac M. Scott disappeared during the storm, with a loss of 28 lives.
(Source: Maritime Executive)
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SMP Marketing Initiative
Capt Badal Singh: A New Visionary to the World of Shipping
The legacy of BP Marine is carried forward by Badal Singh, the elder son of RC Singh, as the Director of BPMA. A dream that has expanded with time. RC Singh has kept the pioneering spirit burning as he embraces the new world of shipping industry with the values enshrined by his father. What began as a family business providing for regular good service to organizations has transformed into a global shipping industry. In BP Marine Academy, B Stands for Badal and now he is already a captain taking over command from his father.
t a time when youngsters are steered towards other so called stable and safe professions in their lives, were Badal want to remain in the shipping industry and sow the seeds of hard work here. The saga of BPMA and particularly RC Singh is a perfect role model for Badal with an indomitable spirit to fight all odds and handicaps and emerge a winner. Badal feels that his father is a living example of converting adversity into opportunity. Nothing can stop a visionary. His father RC Singh converted his mistake, his adversity into a grand opportunity and started elementary first aids courses in one room with a vision to build a world class academy for training sea-fearers. Badal is already on the footsteps of his father. The academy not only boasts of excellent infrastructure but also excellent faculty of
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qualified and devoted Marine Engineers, Navigators, Academic and Instructional staff. No wonder the Academy has Quality System Certification ISO 9001:2008 from American Bureau of Shipping Industrial Verification Inc and has also been rated as a “Outstanding” institute by CRISIL Rating Mumbai. The quality of education imparted to the student is excellent. The students are given ample opportunities to showcase their talent and skills and extracurricular activities are encouraged as a result of which B P Marine Academy received “Best Marine Institute in India” award for the year 2012-2013 by Big Research. B P Marine Academy also received Newsmaker Achiever Award for the year 2012 in the category of “Best Marine Ac a d e my ” aw a r d f r o m N e w s m a k e r s b r o a d c a s t i n g and communication.
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The “Global Education Excellence Awards 2013” By Prime Time. The Award Was Received By Director Capt. Badal Singh From Chandresh Kumari Katoch Indian Member Of Parliament In The Lok-sabha.
an objective of providing best training to the seafarers especially related to safety. R C Singh is very passionate about it and tries to imbibe in the students the motto of “Safety First” and tells the students to avoid the mistakes and errors he made during his active Shipping career.
As a part of corporate social responsibility, the management of the academy, since inception has contributed art amount of Rupees 15 crore towards the education and training at various levels to the needy Candidates. The Academy is proud to be located in Mumbai, the financial capital of the country. The Academy has reserved 50 per cent of its seats for the students of Maharashtra to promote the shipping careers in this region of India. R C Singh has received Sant Tulsidas Krit “Ram Charitra Manas Award” from All India Port Labour Association by the hands of P A S,angma in recognition to contributions made by Singh in providing financial assistance to the needy Candidates. The Academy was started in 1998 with the compensation money received by R C Singh with
B P Marine Academy is entering into a high growth zone by launching the Phase-II at Panvel Campus and R C Singh wishes to offer courses from KG to PG in the same campus. There are many projects in the Pipeline such as Marine Engineering Institute. Second priority would be for the Academy to encompass the entire gamut of activities connected with shipping like providing the placement opportunity to its own trainee and for this; the Academy have acquired the RPSL (recruitment and placement service license). B P Marine Academy also plans to have its own fleet of ships in near future. In short span of 15 years B P Marine Academy has trained more than 3,50,000 seafarers in various modular courses and more than 8500 cadets in various pre-sea courses which in itself is an achievement and shows R C Singh’s commitment towards the shipping industry and under his vision and able guidance the second generation of the family, Captain Badal Singh his elder son has taken on the mantle and onus to enhance the academy by looking into the total quality management of both the campuses. Oct - Nov 2013 |
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FLIR Thermal Imaging Cameras Ideal for Oil Detection
Oil recovery is an important task that needs to be performed quickly and effectively in order to be successful. FLIR thermal imaging cameras are an ideal tool to help the oil recovery teams to do their job effectively. To test the effectiveness of the maritime thermal imaging cameras of FLIR Systems for oil spill detection FLIR Systems set up a test in the OHMSETT tank in Leonardo, New Jersey. The OHMSET tank is one of the largest of its kind in the world, measuring 203 meters long by 20 meters wide by 3.4 meters deep. The tank provides a realistic full scale environment, complete with a wave generator and state-of-the-art data collection systems. The researchers from FLIR used it to replicate oil spills in realistic conditions. The goal of the test was to obtain quantitative information to confirm that thermal imaging cameras see oil on water. In order to do that the researchers investigated 5 different kinds of oil in different sea states, from glassy calm to 30 |
storm-like, at different viewing angles and at different times of day. The conclusion was that FLIR maritime thermal imaging cameras excel in providing real time video and photos of oil, even in the roughest of seas, in glaring sunlight, with no light at all and from just about any angle. How Does It Work? The detection of oil spill is based on the differences between oil and water in temperature, thermal reflection and thermal emissivity. Due to a difference in thermal conductivity oil will usually absorb heat faster during the day, thus it becomes warmer than the surrounding sea water. This makes it show up on the thermal images as a hot spot. During the night, the
opposite is true; the oil body will lose heat faster than the surrounding water, which makes the oil show up as a cooler region. During the day reflection oil also shows up in the thermal image because it reflects the thermal radiation from the sun differently. This is similar to the way that oil and water reflect sunlight differently, allowing the human eye to see a color difference. Detect Oil At Night Another difference that enables oil spill detection is a difference in emissivity. Although emissivity differs in the types of oil, generally speaking the thermal emissivity of oil is lower than that of water. This allows thermal imaging cameras to â€˜seeâ€™ oil spill in complete
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SMP Marketing Initiative darkness, which means that the oil recovery can continue during the night. Thatâ€™s very important because thereâ€™s a very limited amount of time in which you can collect the oil before it sinks, dissolves or evaporates. During the day thermal imaging systems also have an edge over visual imaging systems. Not only can thermal imaging cameras visualize oil spill in total darkness, they can also see through smoke, dust and light fog. And because visible imaging cameras rely on visual light they are much more susceptible to solar reflections and changes in the viewing angle, while these factors have very little effect on thermal imaging cameras. DDE: Visualize the Smallest of Thermal Differences But not all thermal imaging cameras qualify for oil spill detection. The thermal imaging camera has to be very sensitive to small temperature differences. One reason why FLIR thermal imaging cameras are an ideal tool for oil spill detection is that they contain a built in image processing algorithm called Digital Detail Enhancement (DDE). This allows the camera to visualise even the smallest of thermal differences. Put to the Test After the tests were finished, the thermal imaging cameras had to prove their usefulness in earnest. On April 20, 2010, just a few weeks after the initial tests the Deepwater Horizon drilling rig blew up. The explosion
These FLIR thermal imaging cameras are pointed at oil spills in the OHMSETT tank at diďŹ€erent angles.
The oil spill shows up clearly on this thermal image.
burn and sink, and led to the largest accidental marine oil spill in the history of the petroleum industry.
A visible image and a thermal image of Doba/ Chad crude oil, at a low camera angle, a glassy calm sea state, in full daylight.
killed 11 workers and injured 17 others; another 98 people survived without serious physical injury. It caused the Deepwater Horizon to
FLIR maritime thermal imaging cameras were intensely used by the oil recovery teams to provide valuable information about the location of oil. Whether during the finding, containing or the consecutive cleanup, FLIR maritime thermal imaging cameras contributed to the entire recovery process FLIR maritime thermal imaging cameras can be plugged into just about every existing video monitor using standard connections and they integrate very easily with other on board maritime electronics. A Wide Variety Applications
An oil recovery operator uses a FLIR HMSeries handheld thermal imaging camera to direct the positioning of oil recovery booms.
Visual image and thermal image of oil that escaped from the Deepwater Horizon as it sunk. Note that the oil is much easier to spot on the thermal image
Thermal imaging cameras can not only be used at the time of an accident. They can also be very useful for monitoring oil spills during the oil transfer from oil storage bunkers to oil tanker vessels and vice versa. Thermal imaging cameras are also valuable tools for coastguard or other law enforcement agencies. They can track vessels that are illegally polluting our seas by cleaning their oil tanks in open water. Thermal imaging cameras can monitor all these activities day and night, in practically all weather conditions. Furthermore, once they are installed on a vessel they can not only be used for monitoring oil spills but they can be used for night-time navigation, shipboard security and many other maritime applications as well. Oct - Nov 2013 |
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Two to Tango, Three to Jive Developing Professional Competency – A pro-active approach
Incident No. 1 A large Container Ship owned and operated by a reputed shipping Company is navigating in the Singapore Straits. Conditions are as can be expected – dense traffic, some wind and current, but calm waters and good visibility. The Bridge team fails to navigate safely through the Straits. Mis-communication, loss of situational awareness, error of judgment etc. result in the ship colliding with another vessel, sustaining severe damage.
International Maritime Training Centre (IMTC) 201,ÊSIGMAÊ Technology Street Hiranandani Gardens Powai, Mumbai - 400 076 Phone : (+ 91) 22 - 2570 5570, Fax : (+ 91) 22 - 2570 5547 Email: firstname.lastname@example.org Website: www. wilhelmsen.com 32 |
Incident No. 2 A Tanker operated by another highly reputed ship operator calls at a U.S. port. The Coast Guard inspection reveals irregularities in the disposal of oily waste. The investigation turns up violations of MARPOL, and falsification of records. The matter goes to Court, and failure of the shore management of the Company becomes evident. The Company ends up with a stiff fine, besides being put on a watch-list and directed to implement a pollution prevention programme.
Incident No. 3 A Tanker sails out from a port of the U.S. East Coast. Half-way out, while still in the channel, the Main engine stops responding to the maneuvering commands. The Ship’s Engineers are unable to re-start the Main Engine. The ship anchors in the channel and is later towed back to a berth, but is suspected to have touched bottom. The Coast Guard boards the Ship for an investigation. Shore assistance is required to identify and rectify the problem in the manouvering control system of the Main Engine. The Ship is fortunate to have got away with minor damage. These are the all-too-familiar scenarios which have been vexing the maritime Industry. In all of the incidents narrated above, the Companies involved were wellknown names in the Industry, with safety management systems in operation, and all certification in order. The staff on board was duly qualified as required by the STCW Code and their competency was certified by National administrations with strong training and examination systems.
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SMP Marketing Initiative In the aftermath of the incidents, all the three Companies reacted in a similar way – initiating competency development training for their sea-going (and shorebased) staff. In the collision case, it was Simulator-based training for the Bridge teams, with special focus to high-traffic density areas. In the MARPOL incident, the Company provided classroom-based Environmental protection training to all its Officers. To deal with the Engine manouvering problems, the third Company put its Engineers and Electrical Officers through product-based training in Main Engine control systems. In all cases, the additional training provided by the Companies bore the desired results – improvement in the performance on board. This has been the unfortunate yet oft-repeated story of our Industry – undesired incidents resulting in kneejerk reactions, many of which focus on competency development. Can the Industry get away from this ‘closingthe-stable-door-after-the-horse-has-bolted’ syndrome ? When it comes to the professional competency of the seafarers, the I.M.O., (specifically, STCW), and the ‘Certificates of Competency’ issued after due process by Flag administrations, are considered as the ‘standard’. That the STCW sets the ‘minimum standards of competency’ is a reality often overlooked, both by employers and seafarers alike. It is only when things go wrong that the realization of a training need sets in. This reactive approach to competency development is by no means unique to our industry – it’s a reflection of human nature to be ‘once-bitten-twice-shy’. However, Companies which have strong and sensible HR processes are very likely to take a different tack. Having adopted a risk-based approach to safety and efficiency of operations, they work pro-actively on developing the professional competency of their staff – afloat and ashore.
The words ‘Competence Management System’ have now started appearing amongst the lexicon of the Industry, right alongside Safety Management, Environment Management, and Security Management systems. If developed wisely, and implemented effectively, the C.M.S. can help a Company identify competency gaps and close them up, thus reducing the probability of unwanted incidents occurring. At the same time, the C.M.S. could help inculcate a culture of ‘continuous professional development (CPD)’ amongst the Company’s staff, giving the Company a competitive advantage, and raising the value of its human capital. It would be unfair to lay the responsibility of CPD on the Companies alone. As they say, it takes ‘twoto-tango (and-three-to-jive)’, and the Company’s employees (read seafarers) need to partner their employers’ efforts in raising their own competence levels as high as they can. In practical terms, this means shedding the misconception that the muchcoveted ‘Certificate of Competency’ actually makes the seafarer fully competent to face all the challenges of the workplace…. and then embracing a ‘learning attitude’ for self-development, beyond the boundaries of their current shipboard duties. The ‘Jive-partner’ would very well be the training provider. Designing, developing, and delivering training programmes that fulfill the intended purpose is no walk in the park. It’s easy for the training provider to get wrong-footed and end up serving the trainee with a piece of paper (a Course certificate), rather than actual enhancement of competency. Refreshing the trainee’s underpinning knowledge, adding to it the missing parts, and ensuring that the whole is applied consistently and effectively at the workplace, are the requisites of a well-founded training programme. A curriculum aimed at improved onboard performance, complemented by the use of appropriate training aids, and conducted by experienced and skilled trainers, can go long way in making the training programme cost as well as time-efficient. The International Maritime Training Centre (or IMTC a fully owned subsidiary of the Wilh. Wilhelmsen group of Norway) has, from its inception in 1998, followed this very philosophy – to create and deliver sharply-focused training programmes for enhancing the competency levels of its Course participants, and improving performance at the workplace. The training centre is today recognized for its top quality work, and utilized by several Companies and seafarers who prioritize competence as means of achieving their goals of safety and efficiency. IMTC welcomes the challenge of fulfilling its customers’ training needs, and enriching the value of the human capital…… Oct - Nov 2013 |
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APS Maritime Services Pvt Ltd Consultant • Manning • Crewing • Training
APS Maritime is providing exclusive Manning & Crewing services for its shipping clients internationally and to its Indian fraternity. Be it ship owners, operators or manning agents, we have equal tie ups with them and have achieved satisfaction. In a short span we have established reputation as one of the standard manning and crewing service providers for any type of main fleet and offshore supply vessels. APS is presently engaged in providing Indian Officers and crew members. We have an impressive data base and office working standards and hold Directorate General Shipping (Government of India) recruitment and placement license to provide marine personnel. The essence of a well-operated and safe vessel is its crew. Ship’s officers and ratings have to be experienced professional, competent, commercially aware, trained, motivated, communicators, safety conscious and team players. APS has crews with these qualities. Our senior, junior officers and crew members are Indians so far. We are prepared to give our clients meaningful assurances of the quality and competence of our marine personnel. We will warrant acceptable experience, qualifications and performance of all our Seafarers.
Manager with National Iranian Tanker Company (NITC), Iran. APS provides manning and crewing for there shipping principals of bulk & general cargo vessels, container ships, deep sea cable & pipe laying vessel (DPV 3), crude & product tankers, Off shore fleet (AHTSV, OSV, PSV, RSV, DSV, HLV, Crane Barge etc.) APS have tie-ups with Directorate General of Shipping (DGS) approved Marine Training Institutes imparting various courses for officers and crew. A good professional rapport exists with shipping related Government offices. APS can assist in providing Deck – Engineer – Catering Officers and Crew members for above mentioned vessels plus any other specific requirements of the company. At times, besides Indian marine personnel, Foreign Seafarers are also being provided.
Self the undersigned was actively involved as a sea going First Class Radio Officer for 22 years. Have done Business Management and Trading, Advertising and Marketing, Diploma in Shipping Management, Master in Business Administration (MBA) Degree and Electronic Commerce Contact Details: (E.com). My first assignment ashore was APS Maritime Services Pvt. Ltd. as Manager-manning & crewing with C-75 Kamdhenu, Lokhandwala Complex, Andheri (West), Mumbai - 400 053. Adsteam Agency India Ltd., Mumbai looking after prestigious accounts of India World-wide shipping (Singapore) Ltd., Phone : 91-22-6678 5616 / 4264 3737 Seaarland ship management, Austria and Fax : 91-22- 6696 9463 Egon Oldendorff, Germany. My second Email: email@example.com Website: www.apsmaritimeservices.com assignment was as Fleet Personnel
Suresh G Vaswaney Director APS Maritime Services Pvt Ltd
Oct - Nov 2013 |
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Centre’s Nod for Shipping Ministry to Award 30 6/8 Laning of JNPT Projects This Fiscal Road Project New Delhi: The projects awarded last fiscal In a bid to a u g m e n t domestic port infrastructure, S h i p p i n g Ministry is set to award G K Vasan as many as Union Shipping 30 projects Minister this fiscal, entailing ` 26,000 crore investment said an official. The Shipping ministry official said that having awarded a record number of 32 projects worth ` 6,766 crore in 2012-13 to add 136 million tonne capacity to major ports, they are confident to award another 30 projects this fiscal. These projects are designed to augment the capacity of 12 major ports by another 288 MT taking it to over 1,000 MT by March 31, the official said. The major ports capacity was recorded at 747.51 MT by the end of the last fiscal. Of the 30 projects earmarked for the current fiscal, the official said that 19 schemes would be taken under public private partnership mode.
included ` 1,700 crore scheme for construction of berths and container terminal for handling cement and upgradation of mechanical handling infrastructure, part of outer harbour project at VO Chidambaranar port. Shipping Minister G K Vasan had requested the VOC port authority and the concessionaires to complete all these projects on time in order to achieve the port’s declared target of attaining of 85 MT capacity by the year 201516. Outer Harbor Project was announced in the Budget at an estimated cost of ` 7,500 crore to be taken up in phases for completion by 2021. In the phase-I of the project, five berths are proposed to be constructed at an estimated cost of ` 5,421 crore, resulting in capacity addition of 43.30 MT per annum. With the completion of this project VOC Port will move closer to fulfilling its goal of becoming a hub port.
Navi Mumbai: In : In a move that will help in reducing road congestion in Navi Mumbai, the Cabinet Committee on Economic Affairs of Government of India has given its approval for 6/8 laning of the Jawahar Lal Nehru Port Trust (JNPT) Port Road. The project is being executed by Mumbai JNPT Port Road Company ( MJPRCL) on Build, Operate and Transfer (BOT-Annuity) in Design, Build, Finance, Operate and Transfer (DBFOT) pattern. A senior Government official said that the project will expedite improvement of infrastructure in Maharashtra and also reduce the time and cost of travel for traffic, particularly heavy traffic, going towards JNPT. He added that the total length of the road will be approximately 43.912km, of which 20.95km will be of 6-laning and 22.962km will be of 8-laning. The estimated cost of the project is ` 1,943.37 crore including the cost of land acquisition, resettlement and rehabilitation and other preconstruction activities. The project corridor highway consists of NH4B and NH-348 and it connects the JNPT including its proposed international airport.
Fact To Move Cargo Using Inland Waterways Kochi: The public sector FACT is all set to resume using inland waterways for the movement of liquid ammonia for its production requirements. The Kochibased Backwater Navigation Company (BNC) has bagged the contract to transport the gas from FACT’s petrochemical division in Udyogamandal to the Ambalamugal division as well as moving imported liquid ammonia from its storage tank facilities at Kochi Port. Of late the fertiliser company has only used roadways 36 |
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to transport the cargo. However, recent restrictions imposed by the court on the day time movement of liquid ammonia has forced the company to look for other options such as the inland waterways transport (IWT) mode. FACT had signed on a Mumbai-based company for the inland waterways transport of liquid ammonia from Kochi Port till 2004. FACT CMD Jaiveer Srivastava said that the company was moving 330 tonnes of liquid ammonia each
day by road, which had to be increased to 450 tonnes as part of various expansion plans. Liquid ammonia was a vital raw material for fertiliser production and the current restrictions on road transport had forced the company to opt for waterways transport once again, he said. The contract has been given to the Kochi-based company on a turnkey basis and they would utilise the six old bullet containers used earlier by FACT to transport liquid ammonia by rail from Kochi Port, he said.
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Chennai Port to Develop Dry Dock Facility Chennai: Following a huge demand for ship repair works in the country, the Chennai Port Trust (ChPT) will develop a dry dock facility at its century-old boat basin and timber pond that would cater to smaller vessels. It will be the second dock in the east coast, after Hooghly Dock and Port Engineers at Kolkata. Though L&T Kattupalli Port has a ship building/repair facility, it
is a non-major port and caters to larger vessels. According to industry sources, vessels from the east coast often visit shipyards in Singapore for dry docking, while dredgers, tugs and cruise boats go to Colombo for repairs due to non-availability of dry docks in the Indian coast and quick turnaround time. The waiting period for some of the vessels in Indian docks are said to be over 12 months.
Boost in Third Party Cargo at Essar Ports Mumbai: Essar Ports Ltd (EPL), one of the largest private port companies in India, will invest almost `10 billion to modernise three iron ore berths at Visakhapatnam over two phases, after winning the rights for mechanization and operation of these facilities. Winning the prestigious contract for modernization of the three berths at one of India’s major ports on the eastern coast is a strategic move for Essar Ports, both in terms of expanding its third-party handling capacity and in its push to tap the growing potential along the east coast. Recently the company won the contract to modernize three berths at Visakhapatnam Port. The company emerged as the highest bidder for the mechanization and operation of two outer harbor and one inner harbor berths at Visakhapatnam port on a buildoperate-transfer (BOT) basis for a concession period of 30 years. The three berths will have a combined capacity of 23 MTPA. Rajiv Agarwal, Managing Director, Essar Ports Ltd, said that Visakhapatnam terminal has achieved a high of 19 million MTPA in the past when iron ore exports were at the peak so it’s a very good asset to have. It will significantly increase third-party business by almost
17 MTPA of cargo. Also, the gestation period for this project is almost negligible because it is an existing terminal so the moment we sign the contract and the assets are transferred to us, we will be able to operate it immediately. According to Agarwal, the project will add to the continuous efforts of EPL towards developing modernized world-class terminals and serve new customers. This project will significantly increase the efficiency of Visakhapatnam port, thereby increasing its competitiveness and facilitating industrial growth in the region. In the first phase, the outer harbor berths will be upgraded over the next three to four months, whereas the second phase will see the mechanization of the inner berth over the next two to three years. Post-modernisation, the outer berths will be capable of handling super Capesize vessels of 200,000 deadweight tonnage (DWT) and the inner one of Panamax vessels of 80,000 DWT. The company hopes to earn strong revenues from third party cargo handling at Visakhapatnam port as the three berths have the highest peak loading rate of 8,000 tonnes per hour. It is also the deepest draft terminal in India.
Some vessels went to China docks due to cheaper tariff. Created about 100 years ago, timber pond and boat basin are located in the southwest end of inner harbour (Ambedkar dock) of the Chennai Port. The boat basin is used for parking tugs, pilot launches and pollution cleaning vessels. It also serves as a shelter for small crafts.
Major Ports to Install Advanced Radioactive Detectors Soon New Delhi: In a bid to prevent hazardous materials being shipped into the country and tighten security, the Government has asked all major ports to install advanced radiation detection equipment and ensure port community system (PCS) is functional. Shipping Ministry Official said that we have asked all major ports to install modern radioactive material detectors, which will be installed there soon. All major ports have placed orders for procurement of detectors with Electronic Corporation of India. The equipment comprises vehicle monitoring system, a portal monitor to check personal baggage and special nuclear material baggage detection system for check-in baggages. The official said in absence of such facilities at Indian ports, the containers to be transshipped to the US were sent to Sri Lanka or Singapore for scans. Ports security assumes much significance as barring one or two ports, all major ports lack advanced equipment. Besides, the Ministry has asked ports for implementation of Port Community System (PCS), which is in place and they are exchanging up to ten lakh messages per month with users and customs, the official said. Oct - Nov 2013 |
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Kandla Port Takes Over Abg Container Terminal Gandhidham: The Kandla Port in Gujarat, India’s biggest state-owned cargo handler by volume, has taken over from ABG Infralogistics Ltd after depositing a security amount worth `.110 crore as lender’s dues with the registrar of the Ahmedabad High Court where the case was decided recently. While hearing an appeal filed by Kandla Port against a lower court order on the termination of the container terminal last year, the Ahmedabad High Court gave a consent order directing the port to take over the terminal
New Mangalore Port Plans Berth Mangalore: New Mangalore Port Trust (NMPT) has taken two major decisions to strengthen infrastructure at the port. The Board of the Trustees of NMPT has finalised the bids for constructing the berth no. 18, and also decided to procure two mobile harbour cranes. The Mumbai-based DBM Geotechnics and Constructions Pvt Ltd has been awarded the work for constructing berth no. 18 at New Mangalore Port. The proposed berth will handle bulk and container cargo. DBM Geotechnics and Constructions Pvt Ltd quoted ` 93.61 crore for constructing the new berth. Official sources said that this was the lowest bid quoted for this particular project. The tender document for the construction of berth no. 18 had estimated the amount for this project at ` 110.24 crore. The new berth will be constructed from the internal resources of NMPT. Work in this project involves the construction of civil structures for the berth. Dredging for the berth is not part of this project. Port authorities are expecting the work on civil structures to be completed in 20 months. The proposed berth no. 18 is likely to add a capacity of 5 million tonnes per annum to the cargo handling at the port. The board also finalised to procure two mobile harbour cranes for operation at general cargo berths. Each crane has the capacity to handle 60 tonnes of cargo. These cranes will be used in the general cargo berth nos. 2, 3 and 4, sources said. 38 |
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after submitting a `.55 crore bank guarantee and another `.55 crore fixed deposit with the court’s registrar. The consent order came after the project’s lenders, Axis Bank Ltd and UCO Bank Ltd, requested the port in the High Court to give their dues as security instead of paying in cash. “Kandla Port has since deposited the security amount of `.110 crore as directed by the High Court and taken over the terminal,” said Subhash Bhalwal, proprietor at law firm Vyas & Bhalwal who represented Kandla Port in the case.
Cochin Shipyard Delivers Fast Patrol Vessel for Coast Guard
Kochi: Cochin Shipyard Ltd has delivered the first of the series of 20 fast patrol vessels built for the Indian Coast Guard. The vessel was delivered to the Coast Guard after successful completion of all trials. The commanding Officer of the ship, Commandant S. R. Nagendran, took over the vessel in the presence of DIG Vivek Vajpayee, Principal
Director, Materials, Coast Guard. The vessel Aadesh will be operated by the Coast Guard station at Tuticorin. The primary role of the vessel will be fisheries protection and monitoring, patrolling within exclusive economic zone, coastal patrolling, anti-smuggling, search and rescue operations, and anti-piracy operations.
Pradeep Mohanty is Conservator for NMPT
Mangalore: Pradeep Mohanty has been appointed Deputy Conservator of New Mangalore Port Trust (NMPT) by the Union Ministry of Shipping. A press statement by NMPT said here that Mohanty joined NMPT as Harbour Master on November 10, 2008, and subsequently he was holding the additional charges of Deputy Conservator with effect from December 3 2008. Prior to joining NMPT, he was working as pilot in Paradip Port Trust. Mohanty assumed charge as Deputy Conservator on October 5, it added.
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Paradip Port for Better Cargo Handling Facility Bhubaneshwar: Worried over diversion of specific cargoes to major ports, Paradip Port Trust (PPT) has decided to establish ‘containerized cargo handling’ infrastructure to increase traffic through its route. “The port authorities have chalked out a plan to install containerized cargo handling facilities at the port because its export has shot up,” said Chairman of PPT Sudhansu Sekhar Mishra. “PPT is losing revenue as it is not having the required infrastructure,” he added. “The Container Corporation of India and Warehousing Corporation of India have shown interest in the project. If everything goes the right way, the containerized system would come up very shortly. In the first phase, inland container depot would come up to handle seafood in refrigerated containers,” Mishra added. Odisha is home to key foreign trade industries such as garments, textiles, cement, rice engineering goods and machinery, paper, granite, steel scrap and seafood exports. They would greatly benefit by opting for Paradip Port to ship their containers, Mishra said. Though Odisha is a major exporter of seafood, the Paradip port has failed to reap traffic return from it. This is solely due to the fact that it does not have a containerized cargo handling setup. The export and shipment of seafood mainly shrimps is presently being made through Kolkata and Visakhapatnam ports. “We are hopeful that seafood export in Odisha would receive a boost once the containerized depot comes up in Paradip. This would cut down the cost of the produce as exporters are bearing the transportation cost to carry the products either to Kolkata or to Vishakhapatnam,” Traffic Manager of PPT Kishor Sahoo said.
CONCOR’s Net Profit Up 4 Pc New Delhi: The Container Corporation of India (CONCOR) has registered a 4 per cent growth in Net Profit for the quarter ended on September 2013. CONCOR has reportedly shown interest in developing containerised cargo handling infrastructure at Paradip Port. The infrastructure is planned to be developed to cater to growing box cargo exports, according to S S Mishra, Chairman of Paradip Port Trust (PPT). Mishra said, “The Container Corporation of India has shown interest in the project. If everything goes well, the containerized system would come up very soon. In the first phase, an inland container depot would come up to handle seafood in refrigerated containers”
Additional Coal Berth at Ennore Port
Ennore Port Ltd.
Chennai: Ennore Port Ltd (EPL) has decided to brace the competition by going in for construction of an additional coal berth at a cost of ` 270 crore. Currently, EPL has two coal berths with a capacity to handle about 12 million tonnes per annum and it would be increased to 16 million tonnes by June 2014. About 50 per cent of coal is meant for Tamil Nadu Generation and Distribution Corporation Ltd. and rest for private players. EPL moves coal to power plants in Mettur, Vallur and North Chennai by four to five rakes per day. The coal berths are operated by private firms. On the contrary, Krishnapatnam handles 16 million tonnes of coal per annum. It has four berths and coal is moved through 14 rakes per day to power and cement plants located in Andhra Pradesh, Karnataka, Maharashtra and Chhattisgarh.
Apart from Krishnapatnam Port and EPL, Karaikal is the only other port handling about 4.5 million tonnes per annum. It is about 220km from Chennai Port. The volume of coal is increasing in both these ports, ever since Chennai Port Trust stopped handling it about two years ago due to a ban imposed on it by the Madras High Court. While Krishnapatnam Port has the flexibility to increase or decrease the berths for handling coal, EPL is faced with space constraint and hence it is going for constructing a new berth. The third berth will cater to the needs of power plants. According to the sources, the new berth will have a capacity to handle nine million tonnes per annum and it will be completed within 18 months. At its recent meeting, EPL board members gave their consent for developing third coal berth. The tenders for it will be floated soon.
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Ultratech Cement to Build ` 100 Cr Terminal at Mumbai Port
Mumbai: Aditya Birla Group’s flagship company UltraTech Cement is set to build a ` 100-crore terminal at the Mumbai Port to transport cement from its plants in Gujarat into Mumbai, in an effort to cut logistics costs and entrench itself deeper into one of the largest cement markets in the country. UltraTech, which turned out to be the only bidder for the terminal, will get a land area of 2.5 hectares lease for 30 years against an upfront payment of ` 35 crore and a guaranteed flow of traffic through the Mumbai Port. The facility has a capacity of 1.25 million tonnes. According to Mumbai Port Trust Chairman Rajeev Gupta, the deal will help them leverage real estate and get guaranteed traffic. Gupta said the port expects to make ` 170 crore over the next 30 years from UltraTech through port charges such as marine charges, loading charges, and so on. India’s largest cement company UltraTech currently has only bulk terminal in the city and one jetty in the state. This terminal will add to logistics while using the cheapest form of transportation. UltraTech’s recent acquisition of Jaypee Cement has given it more cement capacity in Gujarat. “Movement by ships is much cheaper than by road, which costs three times more,” said an analyst, who did not wish to be named. “UltraTech is focusing on cost and Mumbai is a growing market.” 40 |
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GAIL to Set up LNG Terminal at Paradip Port Bhubneshwar: The country’s largest natural gas distributor GAIL (India) Ltd entered into a memorandum of understanding with Paradip Port Trust (PPT) for setting up of an offshore LNG (liquefied natural gas) terminal at the port at a cost of ` 3,108 crore. The project- Floating Storage Regasification Unit - will have an initial capacity of four million tonne per annum (mtpa) in the first phase, reaching a peak capacity of 4.8 mtpa, with a storage capacity of 170,000 cubic metres. The first phase of the project is expected to go on stream by 2017. While PPT would invest ` 650 crore on breakwater and dredging, GAIL would invest the residual ` 2,458 crore. In the second phase, an additional four mtpa capacity will
be added (peak capacity- 4.8 mtpa), raising the terminal’s overall capacity to 8-10 mtpa. “The completion of this project will position Odisha on the global LNG map, heralding a new area in industrial development and employment generation and economic upliftment of the nation as a whole. The PSUs and private organizations need to come forward to develop LNG infrastructure in major ports. Considering the economic, social and environment impact, the activities of the ports on the society and the environment, it was felt that the ports should become vehicles that serve the interests of the society by taking responsibility for the impact of their activities,” said G K Vasan, Union Minister for Shipping at the signing of the MoU.
DHL, BP Ink Global Upstream Logistics
Mumbai : DHL, the world’s leading logistics company, has signed a new five-year global agreement with the British oil and gas company BP. DHL will provide freight management services for BP’s upstream business with DHL Global Forwarding covering the initial scope of work and providing inbound freight forwarding services to support BP’s global upstream operations and major capital projects. Upstream solutions relate to both the exploration and production of oil and gas. Express delivery services will also be integrated as part of the scope of services. “We aim to develop an integrated end-to-end supply chain for our upstream business to become more cost efficient. DHL has been a reliable partner ever since we started working together and we look forward to expanding our close cooperation,” said Rick Monical, VP Category Management, BP. DHL and BP already have an agreement on downstream logistics for fuels and lubricants in Europe in place, which involves DHL Supply Chain providing warehousing and distribution services. “BP has been a DHL customer for many years, but this agreement brings the relationship to a new level. It’s testament to our commitment to continuously improve customer service levels, our working partnership and the quality of our service offering for the energy industry,” said Steve Harley, President Energy Sector, DHL.
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Samudra Ratnakar Dedicated to Nation at Kandla Port Gandhidham: Union Minister for Mines Dinsha Patel dedicated a ` 650-crore deep sea exploration ship to the nation. The ship Samudra Ratnakar is currently docked at Kandla Port. Dr P D Vaghela, IAS, Chairman, Kandla Port Trust, R H Khuraja, Secretary, Minister at Mines, Govt of India, A Sundarmoorthy, Director General, GSI, R Shridharan, Additional Samudra Ratnakar Vessel Secretary, Ministry of Mines, GoI, D S Mishra, Joint. Secretary, Samudra Ratnakar’ is equipped with Ministry of Mines, GoI, Arun high-end technologically advanced Kumar Gupta, Director, Shipping instruments needed for geological, and geochemical Corporation of India (SCI) and K L geophysical Goyal, Commissioner of Customs explorations in the offshore areas. The were present. The Geological Survey vessel is a unique multitasking and of India (GSI), the premier Geo- multi-disciplinary ship with modern scientific organisation in the country on board laboratories designed to has recently added another feather in carry out sea-bed mapping mineral its glorious cap by acquiring the ‘R V exploration etc in the deep waters Samudra Ratnakar’ a ship designed and also research activities. The to meet the fast growing challenges ship, manufactured by the Hyundai of the modern geo-scientific Heavy Industries, South Korea, oceangrpahic researches. The ‘R V has the potential to explore up to a
ChPT to Develop Marine Highway
Chennai: The Chennai Port Trust (ChPT) has taken all steps of developing a barge handling facility in Bharati Dock on a publicprivate-partnership mode to tackle congestion issues. If all goes well, the movement of containers using barge from Ennore Port to ChPT would commence from April onwards and it would be the first port on the East Coast to do so. On a given day over 2,000 vehicles enter the ChPT. A substantial increase in number of vessels and vehicles has led to congestion at the Zero Gate. Hence, it was
decided to use marine highway as an alternative. It has been decided to create new facility at north end of Bharati Dock to handle bigger size barges in a year. The proposed length of the jetty will be three times bigger than that of the present facility. As part of its proposal, ChPT awarded the Rs 30 crore project to IMC Limited, Chennai in January, who in turn have formed a special purpose vehicle, Chennai Bunkering Terminal Private Ltd (CBTPL). The Detailed Project Report was submitted to the Board by CBTPL. About 50 Twenty-foot Equivalent Units (TEUs) of containers can be moved in each trip from Ennore Port. A ChPT official said that there has been a slight delay in the project. But they are gearing towards completing it on time.
depth of 600 metres. The vessel has been delivered at Ulsan, South Korea on September 17, 2013 to Director General, GSI. R V Samudra Ratnakar, the vessel is 103.4 long, 19.2 m wide with a draft of 6 metres. Furnished with the latest technological equipment, it can sail for 45 days at a stretch and accommodate 73 persons. It will be docked at Chennai. GSI has entered into an agreement with the Shipping Corporation of India for management, operation and maintenance of the ship — Samudra Ratnakar. The new ship, according to GSI officials, is the first-of-its-kind in South-East Asia. So far, GSI was carrying out exploration and survey activities in deep sea with the help of cargo ships that were converted for exploration activities. So far, GSI has reported to have surveyed over 95 per cent of 2012 million sq km of Exclusive Economic Zone(EEZ), including around 1,05,000 sq kms of territorial waters of India.
Vizag Ports for Stake in AP Port Visakhapatnam: Visakhapatnam Port Trust, which is on a massive expansion mode, is keen on picking up majority stake in the proposed major port coming up at Dugarajapatnam in Nellore district, its Deputy Chairman G V L Satya Kumar has said. “A Special Purpose Vehicle (SPV) will be formed to finalise the modalities and the equity of the Government of Andhra Pradesh and the VPT in the Dugarajapatnam project,” Satya Kumar said. The new port in Nellore district will require 4,000 acres – most of which is Government land. The area has deep draft enabling berthing of Panamax and Cape class vessels. In the first phase, it is expected to have four or five berths with an investment of ` 4,500 crore. Oct - Nov 2013 |
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Shell to Join GAIL’s Kakinada LNG Project New Delhi: Royal Dutch Shell, Europe’s largest oil company, is likely to take a 30 per cent stake in stateowned GAIL India Ltd’s proposed floating liquefied natural gas import terminal project at Kakinada in Andhra Pradesh. Shell last year had announced plans to build a floating LNG of upto 5 million tonnes per annum capacity off Kakinada coast in a JV with Anil Ambani Group firm Reliance Power. Sources privy to talks said Shell, GAIL and the AP Government are talking about the possible equity structure. Shell, they said, may take 30 per cent stake. Europe’s largest LNG importer GDF Suex UK with whom GAIL originally planned the Kakinada terminal will take 26 per cent. The remaining 44 per cent will be held by Andhra Pradesh Gas Distribution Corp Ltd a company jointly promoted by GAIL Gas Ltd and Andhra Pradesh Gas Infrastructure Corp Pvt Ltd. GAIL Gas is wholly-owned subsidiary of GAIL India. Shell India Spokesperson said “Shell can confirm that the company is in exploratory discussions with GAIL and other potential partners on the Kakinada LNG project.” Sources said the Floating Storage and Regasification Unit in offshore Andhra Pradesh will be commissioned by 2015.
Mormugao Port to Get Rs 200 cr from JNPT New Delhi: The Jawaharlal Nehru Port Trust ( JNPT) has agreed to extend financial assistance of Rs 200 crore to the loss-making Mormugao Port. JNPT has cash reserves of over Rs 3,500 crore. While much of its reserves are deposited in a bank, around Rs 1,900 crore has been set aside for dredging the 30-km-long channel between Mumbai and JNPT. The Government asked the port trust, in its board meeting, to financially support its neighbouring port in a financial crisis. The port trust would get 10 per cent interest
from Mormugao Port for the loan it has sanctioned. Besides JNPT, New Mangalore Port Trust too has extended a loan of Rs 100 crore to the port to tide over its current crisis. “We will use the money that JNPT is giving us to fund the voluntary retirement scheme. The Government has asked some people to go,” said a senior official of Mormugao Port. At the time of its inception, JNPT had received a loan of Rs 700 crore as part of a seed fund. Over time, JNPT has returned the loan with full interest to Mumbai Port.
SCI Takes Delivery of Another Bulk Carrier Mumbai: The Shipping Corporation of India Ltd. (SCI) accepted delivery of a Kamsarmax Bulk carrier, m.v. “Vishva Uday”. This is the third vessel of the four Kamsarmax bulk carriers ordered by SCI with Jiangsu Eastern Heavy Industries Co Ltd, China. Orders for these vessels were placed in September 2010. The first two vessels were delivered in December 2012 and May 2013 respectively. SCI had been predominantly operating smaller sized Handymax and Handysize bulk carriers in the past. With delivery of these larger Kamsarmax bulk carriers having higher cargo carrying capacity, SCI would be increasing its presence in India’s import and export of Dry bulk cargoes. The vessels are suited for worldwide trading and can be alternatively deployed in cross trades depending on the opportunities available. These bulk carriers were ordered as part of replacement of SCI’s existing Daewoo series Handymax bulk carriers which were built in 1986/87 and have been phased out from services.
Inland Waterways Projects Launched New Delhi: The Minister of Shipping G K Vasan has said that it is the government’s endeavor to make all the ports of the country profitable. He was speaking after flagging off coal barges of 2100 DWT (Deadweight tonnage) of Jindal ITF Ltd, to formally launch the recently started movement of imported coal on National Waterway-1 (the GangaBhagirathi-Hooghly River System) by 42 |
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inland vessels from Sandheads in Bay of Bengal to Farakka Thermal Power Plant of NTPC Ltd. in Murshidabad, West Bengal. The minister said that this is a unique project where government, public and private sectors joined hands together to provide a good alternative mode of transport. Vasan pointed out that the Kolkatta Port Trust would also get revenue out of this project. The minister also
inaugurated a transport terminal of the Inland Waterways Authority of India (IWAI) at the function at Garden Reach Jetty-2 in Kolkatta Port Trust area. Vasan said that in due course of time IWAI would develop more such inter-modal transportation hubs with rail and road connectivity for movement of not only the coal but also for other bulk cargo like coal, fertilisers, foodgrains etc.
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Eleven Bidders for Kolkata Port Project Kolkata: Eleven companies have shown initial interest to participate in a tender to handle containerised cargo at the Netaji Subhas Dock (NSD) of Kolkata Port. A senior KoPT official who declined to be named told the 11 firms have participated in a pre-bid techno-commercial conference. The players who are bidding include Orissa Stevedores, ABG Ports, Bharat Mumbai Terminal, PP Roychowdhury and Co and Roadwings International. Last month, Kolkata Port Trust (KoPT)
authorities invited bids from private companies for a 10-year contract for mechanised container handling at berths No 4, 5 and 8 of NSD. Of the three berths, two (No 4 and cool.gif are currently operated by ABG Kolkata Terminal, a joint venture of ABG Infralogistics and PSA, through a 10-year contract that will end in November 2014. “We have received around 100 queries from the participants. They have also sought three weeks’ time before submitting the bids,” he added.
Dedicated Freight Corridor Gets Back on Track New Delhi: Ater a six-month delay, the western dedicated freight corridor is back on track with Japanese infrastructure giants Sojitz and Mitsui placing their price bids for the 322-km Iqbalgarh-Vadodara route, reports Rajat Arora in New Delhi. Due to lack of interest by Japanese firms, the bidding for the Rs 3,500-crore route was pushed back several times by the Indian Railways. Three Japanese firms Sojitz, Mitsui and Marubeni were qualified for participation in the bidding but didn’t initially come forward to put in bids. Indian Railways was apprehensive that a no-bid or one-bid scenario would defer the implementation of the project, funded by Japan, by one and a half years. “A delegation of Indian Railways led by the Chairman, Railway Board, had gone to Japan to persuade the Japanese Government to ask the companies to participate in the tender of the civil contract or relax Tokyo’s loan condition which says the lead partner has to be from Japan,” a Railway Board official said. As per the Japan International Cooperation Agency (JICA) loan contract, the funding agency of the 1,483-km freight corridor, the lead partner for the project has to be from Japan and 30 per cent of materials should be sourced from Japanese companies. “The project is very much on track and we intend to award by the contract by the end of this financial year,” Dedicated Freight Corridor Corporation (DFCC) Managing Director R K Gupta. Marubeni which had also qualified, however, stayed away from the bidding as the company wasn’t very comfortable with its Indian partner, Tata Projects. The western corridor, a part of India’s ambitious DFC project, connects Dadri near New Delhi to Mumbai, and passes through Haryana, Rajasthan, Gujarat and Maharashtra. A few months ago, Sojitz, which bid along with Larsen & Toubro, was selected for the contract to build the 640-km Rewari-Palanpur stretch on the western segment. JICA has committed 677 billion yen as a low-cost loan to be repaid over 40 years for the western corridor.
CSR Projects of JNPT Launched Mumbai: As part of its Corporate Social Responsibility, Jawaharlal Nehru Port Trust in the presence of G K Vasan, Minister of Shipping and Milind Deora, Minister of State for Shipping, Communications and IT, launched various projects to cater to different sections of the society like the senior citizens, youth and students. Launching various CSR projects of Jawaharlal Nehru Port Trust in Mumbai, Vasan said through the initiatives of the Minister of State for Shipping Milind Deora, JNPT has become the first port to invite school students to visit the port facilities, without compromising on its operations and security. Schools from various parts of Mumbai would be covered, where they would be explained of the current facilities, systems and procedures of the biggest container port of India and also the significance of ports in Export-Import trade. Vasan pointed out that JNPT would also be setting up Gymnasiums in various parts especially for the less privileged youth. For senior citizens a ‘Boat Cruise’ has been launched by the JNPT initially for a period of six months, to provide them a quality leisure time. The Board of Trustees of Jawaharlal Nehru Port Trust ( JNPT) short-listed seven parties to bid for its fourth container terminal, estimated to cost over Rs 8,000 crore, a port official said. DP World, Dubai, APM Terminals, Adani Group, Sterlite Group, PSA of Singapore, Mediterranean Shipping Co and United Liner Agencies of India are the qualified bidders. Of these, DP World and APM Terminals already have operating terminals at JN Port in Navi Mumbai. PSA of Singapore was earlier awarded the project, but refused to sign the concession agreement after waiting for nearly a year. JNPT was forced to terminate the letter of award and call for new bids. Oct - Nov 2013 |
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Keppel FELS to Build Jack-Up Rig for Ensco Singapore: Ensco plc is extending its ENSCO 120 Series of ultrapremium harsh environment jackup rigs with the order of ENSCO 123 for delivery in second quarter 2016. The rig will be built under a fixed-price shipyard construction contract with Keppel FELS Limited in Singapore. Including commissioning, systems integration testing and project management, the construction cost is expected to be approximately $285 million. The shipyard construction price for the rig is approximately $265 million. The contract with Keppel FELS includes an option for one additional rig of similar design. Ensco Chairman, President and CEO Dan Rabun stated, “The customer response to our ENSCO 120 Series rigs has been overwhelmingly positive. The first three rigs in the series were contracted well ahead of their delivery dates to three separate customers – each of whom recognizes the advantages of our proprietary design, in particular our patented cantilever technology. We and our customers also benefit from the advantages of standardization, namely operational efficiency, inventory management and training
programs. We are already in discussions with customers about multi-year programs for ENSCO 123 and follow-on programs for the other ENSCO 120 Series rigs.” Rabun added, “This new investment is consistent with our strategy of adding rigs with unique technology that distinguishes Ensco from its competitors and provides superior returns on investment. We now have seven rigs under construction that will grow earnings and cash flow well into the future.” ENSCO 120 Series rigs have unique design features, including a patented high-capacity cantilever envelope and a 2.5 million-pound quad derrick that provide significant advantages for drilling wells in harsh environments in up to 400 feet of water to a drilling depth of 40,000 feet. With high-temperature, highpressure equipment, automated hands-free offline pipe handling systems, ultra-high capacity jacking and fixation systems, 145-person quarters and strict noise and ergonomic standards, these rigs feature equipment and capabilities previously found only on the largest harsh environment jackup rigs.
JBIC Finances Procurement of LNG Tankers Japan: The Japan Bank for International Cooperation signed two loan agreements amounting up to 10,754 million Japanese yen (approx. USD 107.1 million) and 10,955 million Japanese yen (approx. USD 109.1 million) respectively, with LNG FUKUROKUJU Shipping Corporation (FUKUROKUJU) and LNG JUROJIN Shipping Coprporation ( JUROJIN), both Bahamas companies owned 70 per cent by The Kansai Electric Power Co, Inc. (Kansai Electric) and 30 per cent by Mitsui O S K Lines, Ltd. The loans are cofinanced with private financial institutions. These loans are intended to finance two companies to procure the LNG (liquefied natural gas) tankers to be built for FUKUROKUJU by Kawasaki Heavy Industries, Ltd. and for JUROJIN by Mitsubishi Heavy Industries, Ltd., to transport LNG produced from Australia Pacific (AP) LNG Project and Ichthys LNG Project in Australia to Japan, imported by Kansai Electric. These loans will contribute to securing the long and stable supply of LNG to Japan that is increasing in importance in recent years as fuel for thermal power generation.
China to Boost Imports from India China: India can expect some pruning of the massive trade deficit it has run up with China as the world’s largest exporter is looking to boost its imports, in part to help stimulate economies around the world. “China is taking new policy measures to facilitate the importing process. It will further eliminate non-tariff measures, simplif y import management measures and shorten import procedures,” Jia Guoyong, Vice-Director General of China’s Trade Development Bureau, told IANS in an interview here. Jia signed 15 memoranda of understanding (MoUs) with various Indian companies for imports worth USD 330 million to China. In view of the global economic 44 |
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slowdown, China, Jia said, had been trying to increase its imports, which help the countries. “While exports create wealth directly, imports generate long-term interest and give impetus to industrialization and are just as important as exports,” Jia said. China’s foreign trade policy has in recent years been moving away from its overwhelming accent on exports towards a balance, by upgrading the mechanism for promoting and adjusting imports. “By importing more consumer products, for instance, to satisf y the domestic market, China will not only hasten economic recovery but also improve trade imbalances and reduce trade frictions,” Jia said.
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Bureau Veritas to Class Largest Container Ships France: The leading international classification society Bureau Veritas is to class three Ultra-Large Container Ships (ULCSs) to be built for China State Shipbuilding Corporation (CSSC) and chartered to French operator CMA CGM. The ships are due for delivery in 2015. The 16,000 teu vessels will be the largest container ships built in China to date. One will be built at the Shanghai Waigaoqiao Shipbuilding (SWS) yard, and the other two at
Shanghai Jiangnan Changxing Heavy Industry, part of which came under the management of SWS this year. In recent years, Chinese shipyards have secured orders for increasingly large box ships, and the three new 16,000 teu ships are only a fraction smaller than the largest container vessels being built today in Korea. The design was developed by the Marine Design and Research Institute of China (MARIC) in co-operation with BV, which performed the drawing
New Engineering and Shipbuilding Cluster in Russian Far East Korea: Rosneft, Gazprombank , Sovcomflot and Korean shipbuilding company Daewoo Shipbuilding & Marine Engineering Co. today signed a Memorandum of Understanding on key terms of cooperation to establish shipbuilding and industrial cluster in the southern part of Primorskiy Krai (Russian Far East). The parties agreed to jointly complete the construction and launch a new shipyard – shipbuilding complex Zvezda – in 2016, to establish a RussianKorean engineering center for shipbuilding and marine equipment for offshore projects. The companies also agreed key terms for technology exchange, localization of production and contracts placement. The Memorandum was signed in the presence of Vladimir Putin, President of the Russian Federation, and Park Geun-hye, President of the Republic of Korea, as part of the official visit of the Russian President to the Republic of Korea. Commenting Memorandum
Sechin, Rosneft President and Chairman of the Management Board, said: “Rosneft has a largescale program to develop offshore projects in Russia in challenging conditions in the Nothern and Far East seas. The Company assumed obligations to localize in Russia shipbuilding and marine equipment production necessary for offshore projects implementation and is already working actively in this direction. Following the decision of the Russian President Vladimir Putin, Rosneft together with its partners Gazprombank and Sovcomflot is implementing a project to develop shipbuilding and industrial cluster at the Zvezda shipyard, that will have considerable multiplying effect on all related industries. We are glad the project will be implemented with the support of such an experienced technological partner as DSME, which owns cutting-edge technologies, as well as globally recognized reputation for shipbuilding, engineering and production of marine equipment for offshore projects. We are convinced the cluster will become a center for high-tech arctic shipbuilding in Russia”.
approval and conducted a thorough structural examination. The vessels will have an overall length of 399 m, a beam of 54 m, and a draft of 16 m. Special consideration has been given to hydroelastic design (whipping and springing) issues. The 16,000 TEU ships will be able to operate at a maximum speed of over 23 knots with a single-screw propeller directly coupled to a 69 Megawatt, 2-stroke electronic engine.
DB Schenker Opens Logistics Centre in Japan Japan: DB Schenker has opened its largest logistics centre yet at Baraki, Chiba Prefecture, only 25 kilometres away from central Tokyo, next to the Wangan Expressway. The Baraki Logistics Centre has a total area of 33,000 square meters and is a multi-customer facility, with a major portion of the available space reserved for products and parts of the electronics industry. The new logistics centre will help Schenker-Seino, the Japanese arm of DB Schenker, to further improve its high quality services. It includes environmental technologies with 2,940 solar panels on the roof, a rainwater purification system and LED lighting which will help to save 30 per cent energy, and 24 hours security service make the building extremely attractive for customers from various industries. DB Schenker also plans to apply principles like 5S/POP (permanent optimisation program) and provide optimal work conditions in the integrated offices for the employees. The warehouse is expected to get TAPA-A certification by the end of 2013, be fully occupied by March 2014, and obtain ISO 9001, ISO 140001 as well as OHAS 18001 (Occupational Health and Safety Assessment Series) by summer 2014. Oct - Nov 2013 |
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Rolf Habben-Jansen is new CEO of Hapag-Lloyd Germany: Rolf Habben-Jansen, 47, has been appointed to take over as CEO of German shipping giant Hapag-Lloyd on July 1, succeeding Michael Behrendt, 62, who has been in office 12 years. Mr Habben-Jansen, who also served as an executive at Royal Nedlloyd and DHL and became CEO of Damco in 2009, will join the board on April 1. Ulrich Kranich, 63, will vacate his seat on the board as chief operations officer, a post he has held since 2008, to Anthony Firmin, 59, a member of the lower level executive committee, who has worked at Hapag-Lloyd for 18 years. Behrendt will depart as planned on June 30, having already extended his contract a year at the request of shareholders. During his time as CEO, Hapag-Lloyd became one of the five biggest liner shipping companies in the world, partly because of the takeover of CP Ships.
JEBEL ALI Port Enters Digital era Dubai: In line with Dubai’s overarching policy of using technology to improve efficiency, DP World, UAE Region officially rolled out a new initiative that uses smartphone mobile applications to integrate its entire range of customer services at Jebel Ali Port. The smart new approach to boost productivity and enhance operational efficiencies for imports and exports passing through the DP World flagship facility was unveiled in Dubai. DP World, UAE Region, the region’s premier port operator, is showcasing its state-of-the art technological and automation initiatives that had earned it a place among the top
ten container ports of the world. Mohammed Al Muallem, Senior Vice President and Managing Director, DP World, UAE Region, said: “DP World is led by the vision of His Highness Sheikh Mohammed bin Rashid Al Maktoum, VicePresident and Prime Minister of the UAE and Ruler of Dubai, and his futuristic outlook with the objective of an advanced system working round the clock. We believe in adopting the latest technologies to boost efficiency and enhance our services with smart processes. Our aim is to increase our customers’ competitiveness and lower supply chain costs.”
China Shipbuilding Capacity to Drop 30% By 2015 Ningbo: Beijing is determined to lead the shipbuilding industry to upgrade and transform, primarily through reducing capacity, Bao Zhangjing, Director of the China Shipbuilding Industry Research Center told delegates at the Cosco-organised World Shipping Summit in Ningbo. “In the first three quarters of this year, the occupancy rate of China’s shipbuilding capacity has dropped to 50 per cent to 55 per cent, the over capacity problem is very serious,” Bao warned. The Government has introduced several policies to reduce capacity by prohibiting new yards and drydocks, encouraging mergers and shifting capacity to other industries. Shipyards, which have not been getting any new orders for a certain period of time will also be eliminated. “However, the aim of the policies are not simply reducing capacity, but to enhance the overall competitiveness of the industry,” Bao said. “Through all these efforts, it is estimated that China’s overall shipbuilding capacity will be reduced by 30 per cent in 2015,” Bao concluded. 46 |
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New Contracts for COSCO Shipyard Group Singapore: The Board of Directors of COSCO Corporation (Singapore) Limited announced that COSCO Shipyard Group Ltd have secured contracts totaling over USD380 million to build two jackup drilling rigs and one bulk carrier. COSCO (Dalian) Shipyard Co. Ltd secured contracts from a Bermuda company for two (2) LeTourneau Super 116E jackup drilling rigs, scheduled for delivery in 1H2016 and 2H2016 respectively. The buyer has also secured options for two (2) additional jackup drilling rigs. COSCO (Zhoushan) Shipyard Co. Ltd secured the contract under the first option, cited in the company’s announcement dated 12 Sept 2013, to build one (1) dry bulk carrier of 64,000 dwt for a European buyer has been rendered effective. The bulk carrier is scheduled for delivery in 2H2014.
Maersk Plans to Buy New Tankers Copenhagen: Danish oil and shipping group AP Moller-Maersk is planning to buy new product tanker ships, according to Danish media sources. Marketing Director Klaus Rud Sejling from its Maersk Tankers unit said that the unit has to continuously develop its fleet to stay competitive. “Therefore, we are looking at the possibility of replacing certain parts of the fleet,” he told. He did not give further details, but sources said Maersk Tankers was planning to buy 10 new long-haul and mid-range product tankers. Product tankers carry refined oil products such as gasoline, diesel and aviation fuel. Maersk Tankers operates one of the world’s largest fleets of tanker ships, 162 by the end of 2012. Its rivals include Norway’s Frontline and US company TeeKay Tankers.
| Oct - Nov 2013
Korean Register Patents World’s First ‘Smart Fleet’ App
he Korean Register – an IACS member classification society – has obtained a patent on its ‘Smart Fleet’ app which was launched earlier this year.
This unique and world leading app delivers up-to-the-minute information on vessels, fleets, surveys, audits, port state control and more direct to a smart phone or tablet. Surveyors and others working in the field are now able to access this vital survey and technical information rapidly and without fuss while on the move.
The ‘Smart Fleet’ app is a great tool that is already making efficiency improvements to shipping companies - Jung Dong-jae, General Manager, Korean Register
Jung Dong-jae, General Manager of KR’s information technology team and in charge of developing this application, said: “The ‘Smart Fleet’ app is a great tool that is already making efficiency improvements to shipping companies. Today, busy people expect instant access to quality, reliable and bang up-to-date information and that is exactly what ‘Smart Fleet’ delivers. We have already seen a rapid take-up of this app and we expect many more users to come online soon. Obtaining the patent demonstrates that we have developed another piece of unique technology for our global customer base.”
Norwegian Introduces Interactive Digital Signage Fleetwide The interactive signage has been such a big hit on Norwegian Breakaway that we decided to expand it to our ﬂeet so that all of our guests can take advantage of this exciting technology,” said Kevin Sheehan, CEO, Norwegian Cruise Line.
orwegian Cruise Line will expand the innovative digital signage first introduced on Norwegian Breakaway to the line’s entire fleet by Summer 2015. The interactive touch screen signs will allow guests to order specialty items, get directions and reserve dining, shore excursions and entertainment simply with a scan of their stateroom key. The screens will also be a feature on the line’s newest ship, Norwegian Getaway, arriving to her homeport of Miami in February 2014. Each Norwegian ship will have between 30 and 50 touch and static screens located in prominent areas around the vessel. The screens will give guests the opportunity to make reservations for restaurants, entertainment and shore excursions as well serving as a personal concierge. Guests will be able to order beverages, flowers, dining packages and more, including goodies and custom cakes from Carlo’s Bake Shop on Norwegian Breakaway to celebrate special occasions. The signs even provide guests with directions and maps to other locations on board, making it easy for them to navigate the ship. “The interactive signage has been such a big hit on Norwegian Breakaway that we decided to expand it to our fleet so that all of our guests can take advantage of this exciting technology,” said Kevin Sheehan, CEO, Norwegian Cruise Line.
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| Oct - Nov 2013
Astrium Services Opens Global Logistics Center
The new logistics center gives Astrium Services the ability to meet increasingly time and location sensitive delivery requirements from its European partners and customers.
strium Services, the global innovative provider of satellite enabled telecom solutions, has opened a new logistics center in Rotterdam, The Netherlands. Alongside existing logistics facilities in Houston and Singapore and specialized regional warehouses, like the maritime VSAT warehouse in Stavanger, the new center will play an important part in streamlining the global distribution of VSAT and MSS equipment, to ensure faster delivery times for customers anywhere in the world. The new facility in Rotterdam supports Astrium Services logistics organisation in meeting current industry requirements whilst preparing for the continuing strong expansion of the maritime and offshore VSAT business. It will hold responsibility for delivery of all hardware components for Astrium Services’ satcoms portfolio, including antennas, modems and spare parts, in addition to bundled solutions containing VSAT and MSS systems. The new logistics center gives Astrium Services the ability to meet increasingly time and location sensitive delivery requirements from its European partners and customers.
Imtech Marine Extends VSAT Coverage Network to Indian Ocean
mtech Marine has upgraded and extended the coverage of its Global VSAT Network. In addition to its wide network, Imtech Marine can now offer VSAT coverage in the Indian Ocean, roughly between Tanzania, Ethiopia, Madagascar, India and Indonesia, which is an important and busy area for the international maritime industry. Imtech Marine offers a reliable, cost effective and always-on broadband communication solution that utilizes the iDirect Evolution platform. This global solution covers all major shipping routes and provides guaranteed quality of service of 99,5%, Service Level Agreements, 24/7 support and worldwide VSAT coverage, including automatic beam switching.
The VSAT network of Imtech Marine provides reliable communication connections for crew, captain and other users on board. - Rob Verkuil, Imtech Marine General Manager of Connectivity
Rob Verkuil, Imtech Marine General Manager of Connectivity said that by extending our Global VSAT coverage map we can offer our customers economical and effective broadband connectivity in an area where a lot of vessels are sailing. The VSAT network of Imtech Marine provides reliable communication connections for crew, captain and other users on board. The extension of our VSAT coverage in combination with the recently introduced Imtech Marine portfolio of unique value added services offers our customers the possibility for a total connectivity solution.
Oct - Nov 2013 |
Marine Tech Nov.indd 48
Norwegian Introduces Interactive Digital Signage Fleetwide
orwegian Cruise Line will expand the innovative digital signage first introduced on Norwegian Breakaway to the line’s entire fleet by Summer 2015. The interactive touch screen signs will allow guests to order specialty items, get directions and reserve dining, shore excursions and entertainment simply with a scan of their stateroom key. The screens will also be a feature on the line’s newest ship, Norwegian Getaway, arriving to her homeport of Miami in February 2014. Each Norwegian ship will have between 30 and 50 touch and static screens located in prominent areas around the vessel. The screens will give guests the opportunity to make reservations for restaurants, entertainment and shore excursions as well serving as a personal concierge. Guests will be able to order beverages, flowers, dining packages and more, including goodies and custom cakes from Carlo’s Bake Shop on Norwegian Breakaway to celebrate special occasions. The signs even provide guests with directions and maps to other locations on board, making it easy for them to navigate the ship.
The interactive signage has been such a big hit on Norwegian Breakaway that we decided to expand it to our ﬂeet so that all of our guests can take advantage of this exciting technology,” said Kevin Sheehan, CEO, Norwegian Cruise Line.
MacGregor’s MacRack Technology Specified for Five Greek Bulk Carriers Economical and environmentallyfriendly electric-drive systems for MacGregor side-rolling hatch covers have been ordered for two new series of Greek bulkers being built by Sungdong, in South Korea.
acGregor, part of Cargotec, has confirmed that five 180,000 dwt bulk carriers under construction in South Korea at Sungdong Shipbuilding and Marine Engineering, will feature MacGregor side-rolling hatch covers operated by MacGregor’s innovative MacRack technology. The order includes the design and supply of key components and the fabrication of the hatch covers. The bulkers are destined for two Greek owners, the first two for Quintana Shipping and the remaining three for Alcyon Shipping. The first vessel is scheduled for delivery at the end of 2014. “Technology that drives new standards of efficiency and minimises environmental impact is an essential element of today’s market,” said Torbjörn Dahl, Senior Naval Architect for Bulk Ships at MacGregor. “The new orders demonstrate shipowners’ willingness to invest in this type of technology and they are a testament to the confidence these particular owners have in MacGregor’s ability to deliver this type of solution. We anticipate that MacRack will become the standard system for side-rolling hatch covers, making separate hatch cover lifters obsolete.”
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| Oct - Nov 2013
Marine Navigation and Safety of Sea Transportation: Maritime Education and Training (MET), Human Resources and Crew Manning, Maritime Policy, Logistics and Economic Matters (Hardcover)
Author Pages Price
: Adam Weintrit and Tomasz Neumann : 298 : USD 80.96 Book Description: The TransNav 2013 Symposium held at the Gdynia Maritime University, Poland in June 2013 has brought together a wide range of participants from all over the world. Topics presented and discussed at the Symposium were: navigation, safety at sea, sea transportation, education of navigators and simulator-based training, sea traffic engineering, ship’s manoeuvrability, integrated systems, electronic charts systems, satellite, radio-navigation and anti-collision systems and many others. This book is part of a series of four volumes and provides an overview of Education and Training, Human Resources and Crew Resource Management, Policy and Economics and is addressed to scientists and professionals involved in research and development of navigation, safety of navigation and sea transportation.
ULTIMATE MARINE RECRUIT TRAINING GUIDEBOOK: A Drill Instructor’s Strategies and Tactics for Success (Paperback) Author Pages Price
: Nick Popaditch : 192 : USD 12.97
Book Description: The Ultimate Marine Recruit Training Guidebook is a comprehensive, practical, and easy-to-follow guide written specifically for every new or prospective recruit about to enter basic training. Gunny Pop offers step-by-step instructions and solutions, including helpful charts and graphics, for how to prepare both physically and mentally for boot camp. Written by a Marine who experienced it firsthand many times over, Gunny Pop explores what recruits will be asked to do (and in many cases, explain why) and the motivating forces behind drill instructor lessons and behavior.
Shipping Finance [Paperback] Author Pages Price
: Stephenson Harwood : 568 : USD 346.75 Book Description: Shipping Finance, the bestselling title, is now in its third edition. With over 500 pages of fully revised and updated material, this is the must-read title for anyone involved in ship finance. This third edition includes an up-to-date analysis of the shipping markets featuring comparisons of the world fleet, alongside complete analysis of ship mortgage terms across the main maritime jurisdictions which also includes both India and China. The authors also provide extensive discussion of the procedure and documentation for registering ships on a country-by-country basis with advice contributed by local experts. This edition features chapters on: the financing of second-hand ships, the financing of newbuildings, the assignment of insurances and earnings, guarantees, indemnities, charges, debentures and other security relied upon by lenders, the sale and purchase of second-hand ships, transhipment and the application of Islamic finance to midstream operations.
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| Oct - Nov 2013
RNI No.: MAHENG/2008/29159 Date of Publication: 1st of every alternate month.
ONLY Back Cover.indd 1
Published on Dec 24, 2013
The Oct Nov 2013 Issue SMP World is based on the theme “Marine Training & Education and Ship Finance” and will contain perspectives of indus...