Volume 1 Issue 2 October-November 2011 `100
For Shipping and Marine Events and Milestones
Can India keep pace as a predominant
Seafaring NATION? final cover1.indd 1
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Playing a pivotal role in the development of a modern and vibrant port sector in India
The apex body playing a pivotal role in the Indian maritime industry by facilitating the development of a modern and vibrant port sector through the promotion of private ports and terminals which will coexist and compete with state owned ports in a dynamic, healthy and level playing environment.
Indian Private Ports & Terminals Association
Indian Private Ports & Terminals Association, Darabshaw House, Level 1, N. M. Marg, Ballard Estate, Mumbai - 400 001, Tel. No. :022-22610599, Fax. No.: 022-22621405, www.ippta.org.in
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Contents 54 58 18 40
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Volume 1 Issue 1 August - September 2011 `100
The Maritime Logistics in
ClassNK establishes Guidelines for
safe sa fe carriage car arri riag ri age e of Nickle Nic N ickl ic kle kl e ore ore
TRADEWINDS â€“ Scenario 06 New terminals hold potential amidst issues 14 An earnest plea for smooth coastal shipping in India
SPOTLIGHT 16 Chowgule Port at Jaigad named after Kanhojiraje Angre 18 Manmohan Singh graces Golden Jubilee celebrations at SCI 20 Goa shipyard bags award for excellence
PEOPLE 22 Indian seafarers must continue to lead â€“ and not lag in any way
TECHNOLOGY - State of the Art from ClassNK 24 ClassNK establishes guidelines for safe carriage of nickel ore 24
TECHNOLOGY 26 31 32 34 36 38
Onboard technologies: Safer voyages Minor services that serve major problems Emissions from ships and use of LNG Designing Green ships Environmentally friendly ships Indian Port Operators Must Go all out for Automation
HR TRENDS Career Track 40 Can India keep pace as a predominant seafaring nation? 42 Caring for their most valued assets
Testing Tools 46 Testing times
Training Highlights 48 Learning the ropes of logistics management at NMIS 49 Challenging field of Dynamic Positioning 50 Online courses â€“ Breaking the barriers of time and space 52 Wallem holds insightful seminar for officers 54 VMI holds function for 2nd batch of GME cadets
EVENTS 56 Lack of responsibility and will of nations to prosecute aggravates piracy menace 58 Shipping and marine make a good show at INMEX India 2011 60 Best management practices for combating piracy 61 For your diary
62 PRODUCT SHOWCASE
10 An anatomy of Greenfield port project 28 10 more to go to ratify MLC 2006 44 Human element in Indian ports and shipping
05 NEWS UPDATE 63 OVERSIGHT
M rs SN a gul
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Putting the Horse before the Cart A
s the flag bearers of the shipping industry Indian seafarers have been its pride. Over the years the country also achieved predominance as a top destination to provide manpower for the seas. The ability and attitude of Indians have been praised. In order to churn out personnel with the basic skills required, the administration meticulously guided private parties in the setting up of numerous training establishments across the country. The effort indeed bore fruit by doubling the proportion of Indian seafarers in less than a decade. However, it appears that the pace of growth is not good enough to match the increasing global demand. Large scale developments are foreseen in the next few years and the requirements are to grow many fold. It is in this scenario a pause is required and to have a little hindsight. Are there lacunas in the training and development system? Are the institutions able to effect a selection and training process that ensures that all the able bodied and serious aspirants eventually enter into seafaring? It is a good thing that all the parties involved are accepting that there are bottlenecks at each and every node from enrolment, on campus training, shipboard training, certifications, to final placements. To achieve India’s aspiration to retain its position as the 5th largest seafaring nation, a little attention to these lacunas may go a long way. DG Shipping feels that a rationalization has to come about in the matter of maritime education and to achieve this he says that excellence standards have to be clearly defined and graded in the various institutes in the reckoning. He says that information pertaining to achievements of academic institutes with regard to their placement records, facilities and faculty status vis-à-vis the costs must be made available to prospective students before they take their decision to enroll at a particular institution. In this edition we bring forward an impassioned plea from India Coastal Conference Shipping Association highlighting the demand for developing coastal shipping, ‘We must hope to at least double the capacities in both quantity of cargo movement and number of coastal ships from the present 400 to over 1000 by 2017 which is still far below China’s coastal fleet of 13000.’ ICCSA argues that both inland water transport and coastal shipping has an important role to play given that ton / km by water is the cheapest mode and environment friendly mode of transport especially for distances of over 1000 km. The coastal shipping association points out that with a little policy change and incentives the present cost of water transport averaging Rs.1400 per ton km can be reduced by 30 percent passing on huge benefits to the Indian economy especially its huge fuel bill. Shipping also has a much better accident free record and insurance claim record than road rail. Estimates place such losses on land transport in excess of Rs. 50,000 crore per annum.
Sadanand Subramanian Editor-in-Chief
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NEWS www.snmevents com
Centre to gear up work at
Chennai and Kandla ports T
he central government is planning 23 infrastructure projects across ports in India during the current financial year. The central government is planning to develop Chennai and Kandla port terminals on a priority basis. The ministry claims that except one or two projects, 23 projects would be handed over for development during the current financial year. Many of the projects are in advanced stages as per the ministry. An investment of 17,000 crore was targeted by the government. JNPT, Chennai and Kandla port will account for a target of Rs 10,000 crore. The fourth terminal of JNPT will cost around Rs 6,500, Chennai terminal will cost around 3,400 crore and Kandla port would cost Rs 1,100 crore. The fourth terminal at JNPT is awarded to a consortium of Port of Singapore Authority and ABG Ports, while the Chennai and Kandla Ports are at an advanced stage of tendering. At present, total capacity of the 13
major ports stands at about 640 million tonnes, which would increase by another 232 million tonnes once the capacity additions at the major ports happen. Mundra Port and special economic zone (MPSEZ) has emerged as the sole bidder for the Chennai Port.
At Kandla Port a multipurpose terminal at Tuna Tekra is being developed. The combined capacity of these major ports and about 200 minor ports in the country reached 1,095 million tonnes on March 31, this year.
JNPTâ€™S Harbour Channel
set for approval
awaharlal Nehru Port Trust (JNPT) project for deepening and widening of the Mumbai harbour channel is approved by Public Investment Board (PIB). Reworking of the cost the port has come to an estimate of Rs 1546.30 crore instead of Rs 1347 crore for deepening of the harbour channel. At the moment JNPT can receive a ship with 6,000 TEUs. Deepening of the draft up to 14 metres will lead to receiving up to 8,000 TEUs partially laden ships. With the increase in basic dredging cost, the IDC at the rate of 8 per cent per annum has also increased
from the pre-PIB estimate of Rs 59.11 crore to Rs 92.60 crore. JNPT has also decided to dredge the Mumbai harbour channel and J N port channel for accommodating vessels with a draught up to 14 metres of 6000 TEU capacity. Length of the channel is to be increased from 29 km to 33.54 km and width from the existing minimum 325 metres to 370 metres for straight reach and maintain 450 metres at the banks of the channel as it exists. Sources reveal that the earlier estimate was very low and not done properly. JNPT has gone for international standards in the
new design following the Permanent International Association of Navigation Congress (PIANC) guidelines which has increased cost of the new harbour channel.
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New Terminals Hold Potential amidst Issues There are multiple issues to be addressed ranging from cargo handling to evacuations before attaining optimum utilization at some of the new terminals set up with huge investments. SNM Events reports.
rowing requirement of bulk and container cargo movement is spurring major port authorities and private developers to set up new terminals across the country. Based on the demand of growing cargo movement between the hinterland and export consumption centers, the cargo handling potential of the new terminals
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seems promising at least in the short and medium term.
4th Terminal at JNPT One of the new terminals to be set up is the 4th container Terminal at the Jawaharlal Nehru Port. After a prolonged delay of nearly four years, construction of the terminal was awarded to PSA-
ABG consortium. To be constructed at an investment of Rs. 6,700 crore, the 4th terminal will have immense cargo handling potential with capacity to handle 4 million TEUâ€™s a year. The terminal is expected to take two years to complete. The components of the 4th terminal will include construction of back yards, berths having length of 2 kms
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www.snmevents com that can accommodate seven vessels at a time as compared to three vessels at other terminals in India and demolition of an existing oil jetty at the site among others. The 4th container terminal holds potential on account of the fact that bulk of container cargo originating from Delhi and its National Capital Region, large catchment areas of Punjab, Rajasthan, Uttar Pradesh as well as west and central Gujarat, destined to US and Europe will continue find its way through the port. An estimated 38-45percent percent of container volumes originating from Northern India hinterland and more than half or container cargo originating from other catchment areas is shipped through JN Port. This is owing to large number of mainline vessels calling at the port. Container cargoes originating from North India hinterland are also shipped through Mundra, Pipavav and Kandla ports. However, it has to take an extended journey through the PalanpurSamakhiali rail link to reach the ports. Growing container volumes from JNPT’s catchment areas will allow the terminal to utilize its potential. Further, growing cargo volumes in the existing terminals of JNPT will allow the upcoming 4th terminal exploit its potential ease the load of other terminals. JNPT has three terminals designed to handle a total of 3.6 million TEU’s a year.
However, putting a strain on its capacity, JN Port handled 4.27 million TEU’s till March 2011 up from 4.09 million TEU’s a year before. APM-Terminals Limited along with Concor and Dubai Ports World, operate two separate terminals at JN Port while the third facility is run by the port itself. However, for the 4th terminal to optimally utilize its capacity the issue of container evacuation has to be addressed. Piling of containers due to delayed evacuation has earlier affected the productivity at the port, particularly during the monsoon periods. The situation reached alarming proportions during 2005 when rail movement was entirely cut off to the port. Also, it is important to execute the dedicated railway freight corridor connecting JNP Port with Delhi and adjoining industrial regions located in the national capital region as a long term measure towards timely evacuations.
International Container Transshipment Terminal at Kochi Kochi International container Transshipment Terminal owned and operated by Dubai Ports World was set up as a transshipment hub. However, ICTT has not been able to attain commercial viability and fully utilize its container cargo handling potential due to inadequate container throughput.
Colombo transshipment terminal, which falls on the mainline container vessel routes and close to ICTT Kochi has been offering the new terminal stiff competition. Besides this there is competition from New Mangalore Port in the state of Karnataka. New Mangalore Port has been handling good volumes of export containers originating from Bellary cluster and also from other parts of Karnataka in recent years. Sizeable volumes of apparel containers have been drawing liners connecting Asian, European, Middle East and African destinations through the port. Significantly, East coast Indian major ports have also been handling sizeable volumes of export apparel containers. The ports have been undertaking container aggregation as they serve large parts of southern Indian and also parts of eastern India hinterland. Ports including, Chennai, Tuticorin and Vizag have been receiving mainline vessel connections in recent years carrying good volumes of export cargo. ICTT must focus on cargo aggregation to attain commercial viability according to a section of the shipping fraternity. Container Corporation of India CONCOR has begun thrice weekly rake services between Kochi ICTT and Whitefield. Finished apparel products are a major chunk of consignment from Bangalore ICD. New container rail services have
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also come into operations between ICD Tuticorin and ICTT by CONCOR. The new connectivity initiative augurs well for ICTT itself which awaits satisfactory capacity utilization. It can also provide apparel exporters in southern India an alternative gateway for exports. According to ICTT sources, it is served by mainline vessels connections to Europe with crane productivity of 30 moves per hour and average turn round of 45 minutes at the terminal. However, with container volumes remaining modest as of now it will require to be seen how fast throughput will pick up in the medium and long term allowing ICTT to utilize its capacity to its fullest extent.
Gangavaram Port Medium and long term cargo handling potential is also claimed to be offered by newly commissioned Gangavaram Port. Developed by the Andhra Pradesh government as a public- privatepartnership project, the greenfield port of Gangavaram is aspiring to become a prime dry cargo handling, non-major port on the country’s east coast. GPL has being developed as an all weather, deep draft and fully mechanized port, capable of handling Capesize vessels. Constructed at an approximate cost of Rs.1800 crores, (GPL) is a special purpose company incorporated for the purpose of development and the operation of the port. GPL is promoted by a consortium led by D.V.S. Raju to develop and operate the port. GPL claims to be competitive owing to its strategic advantage at Visakhapatnam, the prime industrial hub of Andhra Pradesh, with Vizag Steel Plant located adjacent to the port site. The port has entered into a memorandum of understanding with Rashtriya Ispat Nigam Limited (Vizag Steel Plant) for the steel PSU’s export and import requirements). The port also claims its strategic advantage owing to the proximity to the major mineral and industrial belts of Andhra Pradesh, Karnataka, south of Orissa and east of Chattisgarh. The port is supported by national and regional rail network which runs close to the port site. Being a multipurpose port, the cargo profile of
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the port would primarily constitute coal, iron ore, finished steel products, steel billets, fertilizers, food grains etc. GPL has installed two coal unloaders with a rated capacity of 2400 TPH each on coal berth, iron ore loader with a rated capacity of 4500 TPH on the iron ore berth. The port has also installed two mobile harbour cranes with a rated capacity of 1500 TPH on the other dry bulk berth. Though GPL claims to be a port with competitive location advantage coupled with a wide range of cargo handling facilities, the port is likely to face competition from newly developed Krishnapatnam port, when it gets fully operational on the east coast. Competition is also likely to come from Vizag and Paradip ports with completion of their expansion programme involving connectivity and commissioning of cargo handling facilities under NMDP. Competition can also come from Haldia Port with maintenance dredging work being taken up by the port in a better way.
Kolkata Port Terminal A good potential for Kolkata Port Container Terminal is witnessed as well. Privatised a few years ago, Netaji Subhas Dock complex (NSD) the container terminal of the port has reported to have handled 1,71,000 TEU during September 2011 first week, up from 1,58,000 TEU’s during the same period previous year . Going by the growth in throughput, NSD hopes to attain above 4 lakh TEU’s by the end of the fiscal. It handled 3.7 lakh TEU’s during previous
fiscal. The port has been receiving traffic from West Bengal, Jharkhand, Assam, Bhutan, Nepal, Orissa, and Uttar Pradesh. Containers have also been reported to come to the port from Punjab and Rajasthan although in modest volumes. ABG Kolkata Container Terminal is the container terminal operator of NSD. The growth in volumes of traffic is mainly attributed to resurgence of industrial activities in the state of West Bengal and also other parts of eastern India, notably Bihar and Jharkhand. Both the states are getting new industrial investments leading to the growth of the economy, reported to be at 8 percent and above. Increased tea shipment from Assam and growing import traffic from Nepal are resulting in leading to generation of import and export containers being handled by the port. The trend is well likely to continue with ongoing process of industrial development in the eastern states. There is expected swing in the trend by the signing of the recent trade agreement between India and Bangladesh. Kolkata port moves traffic through its coastal route to Bangladesh. Amidst potential the port container terminal has also been facing pileup, owing to insufficient backyard space at the 150 years old port. The issue has been compounded by limited CFS space in the vicinity of the port area. However, new CFS has been coming up recently around the port area. Besides, the port authorities are taking up other initiatives to decongest the surrounding port area.
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NEWS www.snmevents com
Vizhinjam plans to raise ` 1,600 crore with bonds V
izhinjam port is planning to raise Rs 1,600 crores through bonds and institutional investors. The Kerala government owned port is the country’s deepest port which can handle very large crude carriers. Housing Urban Development Corporation and LIC may possibly invest Rs 810 crore in the port project. The port project is worth Rs 5000 crores. The state government will provide for bonds of Rs 800 crores. The port doesn’t need additional dredging as it already has a depth of 18-22 metres. Vizhinjam will have a capacity to load 2.8 million standard containers with 1.8 million tonnes a year. The state government has set up special purpose vehicle, ‘Vizhinjam International Seaport’, in the month of August 2011 to implement the project. Private bids are invited to operate the port, to be built on the landlord model in line with central government norms.
Mundra Port and Shipping Corporation of India (SCI) and 12 others has been declared successful bidders. The state government is planning massively for
the port. The government intends to develop a ship repair yard, which requires around 150 acres of land at an estimated cost of Rs 1,500 crores.
Ship Repair Facility by Cochin Port
xpression of interest (EoI) has been invited by The Cochin Port Trust (CPT) to set up an international ship repair facility in Willingdon Island. The port is planning to lease out the workshop, dry dock and slipway for 30 years to the highest bidder. The project will be set up on the basis of BOT. About 45 acres of land area is decided for the project with an 800 metre water frontage.
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An Anatomy of Greenfield Port Project
(Design & Infrastructure) By Capt Arun Karkare
This brief study provides some perspectives on principals for port design, planning of appropriate infrastructure based on traffic studies and their implementation.
properly functioning port is of Transportation economics Terminal operations great importance to its owner as well as to a countryâ€™s economy. In Terminal construction fact, ports are indeed the true indicators Role and rail connectivity with the or shall we say barometers of a countryâ€™s hinterland economy. Among all the infrastructures Transportation economics studies mastered by men there is nothing more are necessary to determine the type and fascinating than a port Infrastructure volume of future traffic including forecast which has infinite potential to grow. To of industrial, agricultural and population prove this point of view let us consider a growth in the hinterland, evaluation of story of a tiny fishing village trend in demand for major on an island that grew to commodities included in a gigantic port and finally the potential traffic and became a nation now called comparison of transportation Singapore! cost on alternative routes. Planning has long been The studies on terminal recognized as one of the basic operations should include functions of management. anticipated traffic, storage Unfortunately it is one of the requirements and other Capt Arun Karkare least developed aspects of related commercial port management and one of the least clearly defined. A port specialist of the World Bank, Peter Englemall has defined port planning as an orderly disposition of assets on the water front to serve the anticipated trade needs. The need for port planning rises from the fact that ports operate in a changing environment. The most important aspects of this changing environment are: Modern trends and technology Government policies Aggregate economic activity Degree and character of competition Social norms and attitude It can be said with reasonable accuracy that a greenfield port project involves the study and analysis in the following four separate areas:
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activities. This will ultimately lead to the question of terminal location and layout. The terminal construction for each type of cargo will be different depending on the type and size of the ship, type of cargo handling equipment and storage space requirement. The road and rail connectivity of the port location with the rest of the hinterland served by it is of paramount importance. It is to be noted that the function of the port is not to provide a separate service, but to serve as an integral part of the logistics chain of transport connectivity designed to move cargoes from the origin to the destination. Hence it is imperative for port planners to closely coordinate with other regional planning authorities. It is extremely prudent to prepare a
master plan of the port. Planning of a modern port is not only a science but also an art. It requires intimate knowledge of civil engineering techniques in the field of maritime construction. It also requires full understanding of the way in which the port operations are carried out, various functions of the port and the needs of the various port users. Each port has its own characteristics, differing in their natural conditions, kinds of traffic and working patterns. A specific approach is needed for planning each particular port. However, it is possible to formulate certain general principles and methods of planning which should in each case be strictly adapted to local environment. The continuing growth in maritime commerce could obviously dictate that
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it is better to build facilities that are large enough to accommodate future growth than merely to make the present demand. Hence it is necessary to develop a master plan with short and large range goals as objectives in terms of anticipated traffic and other developments. Master plan is a document of set guidelines for an orderly planned pattern of future growth of the port. It is an essential document for every port project. It must be noted that master plan is a never ending process since adjustments and modifications have to be continuously made in the light of continuous dynamic changes in maritime technology, ship construction and trade demands. No matter how well conceived a master plan may be; it will not be effective unless properly implemented.
India has a coastline of 7200 kilometers with potential 185 port sites which are identified and has 13 major ports operating on the East and West coast of India. As said earlier every port or a port site is specific in its own unique way, there are still broad principles which should be followed in the planning of either the development of the new port or expansion of existing port. In the logical sequence they are as followsThe Port area must be divided in separate zones for major categories of expected traffic. Handling of different commodities should not be mixed up as far as possible due to a variety of reasons such as technical, administrative and environmental. The Port must plan and provide space for cargo handling and storage,
for various ancillary facilities and free movement of trucks and mechanical equipment. The individual berth design should meet the specific requirements of the relative category of cargo. They should be planned as functional units with all facilities strictly adapted to the kind of operations for which they are intended. Each berth and specialized terminals should be planned for maximum efficiency and speeds compatible to the nature of cargo to be handled. Each berth must be modern with state of the art cargo handling equipment fitted along with a proper layout. Mere efficient planning of physical facilities in a port project is not good enough for the success of the project
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but it is equally important to plan out a smart organization structure, standard operating procedures, disaster management plan and training of essential man power since the latter often becomes the major problem area. At this point, the port planner has to take into account the inputs received from the traffic forecast studies. The main objectives of traffic forecasting are: To estimate the kind and quantum of cargo that will move through the port. How these commodities will be packed and carried as maritime cargo? What type and size of ships will be deployed by the port users for movement of this cargo?
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Thus traffic forecasting will require a thorough knowledge of commercial and economic activity of the hinterland. It must be noted that the forecast of the future traffic will be uncertain and particularly that of port traffic because of their long planning time scale and also limited liability to influence the demand. Several mathematical and statistical methods are available for forecasting the traffic. The method to be adapted has to be selected taking into consideration the extent of accuracy required and the data available. The planning and design of a port and harbor development involves a wide range of disciplines and expertise within the general maritime field. It is necessary
to integrate the skills of marine science, civil engineering and economic appraisal in order to gain a full understanding of the option open to the entrepreneur for such a development and its effects on coastal environment. In general such studies provide definition of environmental design criteria, solution strategy and technical advice with regard to design and specification related to the following aspects of port and harbor projects. In todayâ€™s world of advanced computer technology and simulation techniques, it is possible at the pre-design stage of the project to contemplate different strategic options. After the most optimum port design is arrived
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www.snmevents com at, the planner has to move into areas of surveys and investigations prior to construction commencement. This has to be undertaken to establish a range of parameters essential for designing. These surveys fall into two groups – topographic and hydrographic. These surveys are necessary to confirm the state of the form and level of the ground and seabed and to measure hydrodynamics of tides, currents and waves. The ground investigations on the water front are done to determine the nature of the materials on which jetty structures, trestle foundation are to be directed and also to determine the berth pocket dredging as well as navigation channel orientation and its dredging quantum. There are a number of national and international standards and codes of practices which relate to the activities associated with these surveys and investigations. It is important, during both surveys and investigations, to specify the standards to be applied and to ensure that they are observed. In this manner, possible confusion with regard to methods of undertaking tests and making observations, or the meaning of descriptive terms applied to soil and rock is eliminated. This aspect is of particular importance in place of data which is to be used at the later stage by others who have been involved in the surveys that is tendering dredging contractors. The tranquility of port and harbor waters achieved against natural elements of wind and weather conditions as well as sea is most essential in allowing a ship to load and discharge in calm water conditions. These were naturally available in estuaries and sheltered bays and the trading centers resulting from such landfalls in due course developed into world famous ports such as London, Liverpool, Dublin, Rotterdam, Hong Kong, Mumbai and JNPT. Some have served the same function from historical Roman times or earlier times up to the present day but have had to undergo major capital dredging works to remain in the premier port league. Wherever shelter was not available, it became necessary to handle cargo in
Mere efficient planning of physical facilities in a port project is not good enough for the success of the project but it is equally important to plan out a smart organization structure, standard operating procedures, disaster management plan and training of essential man power. an anchorage open to sea as was done at West African surf ports up to the post war period. Heavy loads were successfully discharged from ocean going ships on to barges in what is called lighterage operations. Following the great demand of port building in the last 20 years, open sea cargo handling is more likely to be a port building contractor’s beach head operation to enable construction of a new port facility. A large volume of new port construction work has appeared on infrastructure horizon in our country in the last 15 years resulting in the birth of new ports on East and West Coast of India. On the East coast Krishnapatnam, Gangavaram, Dhamra and Kattupalli ports are located. On the West coast Mundra, Pipavav, Angre - Jaigad, JSW –Jaigad and Dighi ports are available. The triggers for the boom in construction of non –major ports are mainly due to rapid improvement in road and rail connectivity between hinterland and coastal states of India. The expansion in world trade where India’s export share has climbed to an all time high coupled with establishment of coastal based industries such as power plants ( coal fired) refineries, cement plants and steel plants. The other contributing reasons are changes in cargo handling methods to increase efficiency and to reduce a ship’s standing time. It also contributes to containerization of cargo, economics of scale – shipping bulk cargoes such as coal, ore and oil in much larger vessels of deeper draught than previously used. It has thereby contributed in the acquisition of oil wealth by India
through open sea exploration which needed modern port facilities. It may be noted that the majority of the new port development is not in areas in which natural calm water conditions prevail. There are not many deep estuaries, river mouths, creeks or bays left in our country where ports could be built and that is why almost every new port has got break water protection to provide the natural tranquility. In conclusion, it would be interesting to note that there are no international statutory and mandatory codes existing in practice in construction in the port industry. A few and famous Institutions such as International Associations of Ports and Harbors (IAPH), Permanent International Association of Navigation Congresses (PIANC) International Association of Lighthouses Authorities (IALA), International safety Guide of Oil Tankers and Terminals (ISGOTT), International Chamber of Shipping (ICS), International Maritime Organization (IMO) and United Nations Conference on Trade and Development (UNCTAD) have given invaluable recommendations, guidelines and standards which are of immense importance to any port striving to become a world class port . An average greenfield port project takes about 36 months to complete the first phase (construction & commissioning of two cargo berths) after the mobilization at site. There are parallel activities off site which are necessary to obtain administrative, legislative and regulatory clearances prior to port becoming operational in all respects.
The writer has vast experience as a marine consultant. He has consulted three greenfield projects, Dharma Port in Orissa belonging to JV Company of Tata Steel and L & T, Kattupalli Port in Tamil Nadu belonging to L&T and Angre Port at Jaigad in Maharashtra belonging to Chowgule Group. The author can be contacted at firstname.lastname@example.org
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TRADEWINDS SCENARIO A SPECIAL REPORT
An Earnest Plea for Smooth Coastal Shipping in India Capt. S.V. Subhedar points to the untapped coastal shipping potential and advocates a strong coastal shipping policy in India.
he PM at SCI 50th anniversary function in Mumbai on 1 October 2011 remarked that given pressure on roads, land available and climate change (air emission) there is a need to make modal shift of freight movement from road rail to sea. Maritime policy 2020 has been declared but draft coastal shipping policy is expected to be released later this year. Unfortunately, coastal shipping has not been given its due over the last few decades. There is no comprehensive integrated transport policy. Shipping is seen in the context of exim trade but not as one of the key players in the logistics chain. Archaic colonial rules and practices plague the industry and are overwhelmed by a strong road rail lobby. The result is acute pollution, waste of fuel, exorbitant domestic transport cost, under-developed coastal areas and river banks to name a few. Both inland water transport and coastal shipping has important role to play given that ton / km by water is the cheapest mode and environment friendly mode of transport especially for distances of over 1000 km. In the last few decades over 20 committees have gone into the subject of enhancing coastal shipping but very few recommendations have been
examined. Coastal shipping is plagued Rs.1400 per ton km can be reduced by by ancient laws and practices, lack of 30 percent passing on huge benefits cargo support, exorbitant taxes and to the Indian economy especially its levies, fuel cost (greater than high huge fuel bill. What a waste to carry street prices), inadequate coastal port overloaded road rail to the tune of 10facilities and lack of suitable manpower. 20 ton cargo on land! Shipping also has Ironically in a large country a much better accident free like India there are suitable record and insurance claim knowledge workers out record than road rail. It is of schools and colleges estimated that such losses on who could be trained for land transport is in excess of coastal shipping operations Rs. 50,000 crore per annum. without the need to carry Moreover there is no evidence International shipping of Indian Road Rail improving standards in domestic its image compared to the Capt. Subhedar shipping matters. In a west. Consider for example similar manner coastal ship the living conditions of a construction and operation can also be driver or a cleaner of a truck and their carried out with available manpower. attitude towards personal hygiene. In It is noticed that while road and rail another paradox we find domestic civil carriers have very few requirements in aviation operations at Santa Cruz to be terms of safety, pollution prevention, free of customs and immigration but and crew management, coastal almost every port has common customs shipping is over loaded by legislation immigration, police control for foreign and the compliance of which makes going and coastal shipping. Thus the otherwise cheaper water transport cost of coastal shipping turnaround more expensive. Last mile connectivity turn further increases. problems of infrastructure and poor ICCSA is working hard to develop handling methods make movement of â€˜seatruckâ€™ concept as an important goods by sea on the coast even more aspect of logistics chain; embarking uneconomic. Yet, with a little policy on river sea vessel as seamless transfer change and incentives the present to and from inland waters to sea. Ports cost of water transport averaging being a State subject require suitable
Dignitaries at the ICCSA function
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www.snmevents com ICCSA Forms a Strong Team Indian Coastal Conference (ICC) as a body to regulate coastal shipping rates and movements was rechristened and registered as society as ICCSA (Indian Coastal Conference Shipping Association on 16 November 2010 at the hands of Secretary Shipping in Mumbai. ICCSA, like INSA (Indian National Association) now represents the coastal shipping interests of all including vessel owners and managers. The registered office at old Scindia House, Ballard pier Mumbai and is overseen by a managing committee headed by G.S. bhalla, formerly from SCI as Chairman, Capt. Naphade of Jaisu Shipping, as President, Aditya Suklikar of Orion Shipping, as Hon. Secretary, and Capt. S.V.Subhedar of Ocean Sparkle as Treasurer. The committee is assisted by Capt. Vikas Vij, Ashwin Samant, and Atul Jadhav, President of Goa barge owners association. The elected committee will hold office for a 2 year term. The committee has appointed functional sub committees to deliberate on issues required to be solved to enhance Indian coastal shipping. The committee is in close touch with the central government and the Directorate General of Shipping.
policy in this regard from Maritime States like Gujarat and Maharashtra. Awareness programmes are also planned to increase the effects of coastal shipping for the overall benefit of Indian economy viz. moving cargo from north to south and south to north. (Eg. Carriage of engineering goods and cars from Jallandhar to Coimbatore and Kochi in the South via Mundra and textiles on the return leg making shipping viable and environmentally cleaner).
One hopes that the XIIth plan in its final stages of preparation would provide for commensurate investments to propel coastal shipping. We must hope to at least double the capacities in both quantity of cargo movement and number of coastal ships from the present 400 to over 1000 by 2017. This is far below Chinaâ€™s coastal fleet of 13000. Indian ship yard work shop facility is after all less than 50 compared to Chinaâ€™s 400. Even as the government discusses port investment, a lot remains to be done to create the right environment in areas such as improving infrastructure, increasing our dredging capacity and the last mile connectivity. Our hopes are on to achieve a level playing field vis a vis road rail. Hopefully ICCSA events will contribute towards fulfilling this aim.
Recommendations Announcement of robust coastal shipping Policy Rapid growth of ports using existing facilities Move suitable cargo from road/rail to coastal ships Reserve coastal cargo for Indian flag ships. This will be feasible only when fleet strength is augmented. Create online discussion forums for all stakeholders Bunker facilities to be created and duties to be abolished for level playing field To create enabling provisions statutory or otherwise to enhance number of coastal ships for thriving coastal trade Removing entry barriers for coastal manpower creation Recognition of white list CoC for use on the Indian coast Custom procedures and interpretations should be uniform
The author is Hon. Treasurer of ICCSA (Indian Coastal Conference Shipping Association).
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Chowgule Port at Jaigad named after Kanhojiraje Angré By SNM Events Bureau The tonnage capacity will increase more in the coming times and in such a case more modern ports and expected. Ports with good capacity handling and infrastructure are need of the hour. To contribute to the exim trade, Chowgule Group has launched a new port at Jaigad with assurance of serving to the industry.
midway between Mumbai and Goa under a 50 year concession agreement with government of Maharashtra under BOOST policy. The agreement was signed in 2008 and the project was
oa based Chowgule House announced naming of their 520 crore greenfield port project after the great Maratha admiral Sarkhel Kanhojiraje Angré on the sidelines of the recently concluded INMEX India 2011. Vijay Chowgule, group chairman in the presence of Raghujiraje Angré, 9th decedent of Kanhojiraje Angré, made this announcement. The Chowgule Group has diversified business interests including mining, shipping, ship building, auto dealerships, explosives, industrial salt, industrial gasses, material handling, building renovation and education. This latest initiative of the group is to develop and operate a private cargo terminal at Jaigad,
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granted environmental clearance in June 2010. The development work started immediately after that and the port is expected to start commercial operations by first quarter of 2012. The Company owns about 350 acres of land behind 1,600 metre long waterfront at Jaigad, which is a naturally maintained safe harbour on the West coast of India. The landmass of Jaigad head provides shelter from the southwest monsoon active in the region and does not require any breakwater construction. The Angré Port at Jaigad is an all weather port which will have 900 metres of berthing length and 13 m deep draft in phases. The Port is expected to provide efficient gateway facility to growing hinterland of southern Maharashtra, north Karnataka and parts of Andhra Pradesh with proposal to have dedicated rail connectivity. Chowgules had for the past 5 years facilitated export of Bauxite from this location before starting development work.
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Angré port at Jaigad will have handling equipments suitable for both bulk and containerized cargo with focus on clean and environment friendly operations. A dedicated liquid cargo berth is also proposed with tank farm facility. The port will have 24x7 navigation facility with necessary pilotage and towage support. Steps have been initiated to develop necessary warehousing and storage infrastructure in the back up area available. Within the same harbour the group, with an additional investment of Rs. 420 crore, is developing a state of the art ship repair facility with a ship lift and 6 repair berths on land. This facility is expected to be operational by mid 2013. As per the group philosophy, the company has taken up all inclusive local area activities to foster integrated development process. A technical training of local youth to acquire the required skills is already started. With the growing economic activity, India’s exim and domestic cargo
With new technology and flexible tariffs, non-major ports are fast emerging as future of India’s port sector. Private ports such as Angré port close to cargo generating hinterlands therefore will give boost to exim trade. movement is increasing. The major ports under government control are facing perennial congestion. With new technology and flexible tariffs, nonmajor ports are fast emerging as future of India’s port sector. Private ports such as Angré port close to cargo generating hinterlands therefore will give boost to exim trade. Angré Port at Jaigad will provide gateway to the engineering and agro based Industry situated in the hinterland thereby creating more economic activity in the Konkan and surrounding region.
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Manmohan Singh graces
Golden Jubilee Celebrations at SCI Country’s top dignitaries in government and industry come together to celebrate the nation’s leading flag carrier, Shipping Corporation of India’s Golden Jubilee Milestone
By SNM Events Team
anmohan Singh, prime minister of India appreciated SCI’s achievements and its contributions to the growth of India’s merchant shipping during its golden jubilee celebrations. Singh highlighted the importance of good transport network to support the country’s economic development. He stressed the need for a coordinated development for the shipping industry, land-based logistics and ports. The prime minister particularly underscored the importance of development of ports including minor ports and the connectivity to the hinterland. He called upon India’s shipping and logistics industry to make full use of the emerging opportunities in the country’s growing economy. Singh urged the shipping industry to
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increase their training and development initiatives to enhance the human resource in the shipping sector. He expressed the government’s deep concern over the issue of piracy and stressed upon the need to intensify efforts to tackle the menace. He highlighted SCI’s role as the country’s largest shipping company to ensure greater participation of Indian ships in the nation’s seaborne trade. Singh expressed confidence that the country will see another glorious inning in the next fifty years from SCI. The celebrations were held on October 1, 2011 in the presence of top dignitaries from government, bureaucracy and industry. K. Sankaranarayanan, governor of Maharashtra, Prithviraj Chavan, chief minister of Maharashtra, G. K. Vasan,
union minister of shipping, Mukul Roy, minister of State for shipping, Milind Deora, union minister of state for communication & IT, Efthimios Mitropoulos, secretary general, IMO, K. Mohandas, ministry of shipping and S. Hajara, chairman of SCI were present amongst others during the function. Mukul Roy expressed his gratitude to Singh on behalf of the entire Indian shipping industry. Roy remarked that the presence of the governor and the chief minister has shown the state’s commitment to the development of industries and maritime sector. Roy added that the ministry of shipping under Vasan has taken several initiatives for the development of India’s maritime sector. Roy appreciated Mitropoulos for playing a significant role in IMO and its
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www.snmevents com significance to India. Mitropoulos observed that the function reflected the dynamism of the company’s management. He conveyed his best wishes to SCI for its growth. He paid tributes to the valuable contributions made by India to IMO’s work and recalled the visionary role played by SCI’s founder and CEO, C.P. Srivastava in shaping the IMO during his tenure as its longest serving secretary general. Vasan termed 50 years of SCI as a proud moment in India’s maritime history while relating the high points during the growth of SCI and its contribution to India’s maritime sector. He also highlighted the different initiatives undertaken by the ministry of shipping to strengthen the port infrastructure and capacity in the country and to augment the tonnage of Indian Shipping. He referred to the challenges being faced by the shipping industry and particularly to the menace of piracy. Vasan also brought out the different measures taken by the ministry to tackle this problem. Vasan mentioned that the
steps taken by the ministry of shipping to prevent marine accidents would make the Indian coastline safer and cleaner. Complimenting SCI management, the officers and staff, Vasan said, the flag bearer of Indian shipping would lead the shipping fraternity and make India one of the top maritime nations in the world. Vasan presented a copy of the commemorative golden jubilee book capturing the glimpse of 50 years of SCI to Prime Minister Manmohan Singh. Chief Minister of Maharashtra, Prithviraj Chavan complimented SCI and highlighted the importance of the country’s maritime sector in its economic growth and reiterated the support of the state government to the development of the sector. He emphasized that the state had a glorious maritime past and said that his government would endeavour to ensure all round growth in the sector. Hajara thanked the prime minister for gracing this event along with other dignitaries. The main function was followed by a classical dance programme. It may be recalled that
Honourable President of India, Pratibha Patil graced the celebrations during the start of the golden jubilee year celebrations during 2010. SCI is India’s largest shipping company and the most diversified shipping company operating in the varied shipping sectors. Starting out with a small fleet of 19 vessels at its inception in 1961, SCI has grown from strength to strength over the last five decades. Currently it has a modern fleet of 82 owned vessels in different categories aggregating 5.87 million deadweight tonnage accounting to about a third of the country’s total tonnage. Additionally, SCI also manages 44 vessels of other organizations. SCI offers a comprehensive range of services including liner and passenger services, container services, break-bulk services, passenger-cum-cargo coastal services, bulk carrier services, tanker services, specialised vessel services, lighterage operations and offshore services. SCI’s ships sail to destinations across the world and its corporate network spans 4 Indian metros as well as an office in London.
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SPOTLIGHT www.snmevents com
ABOUT GOA SHIPYARD
Goa Shipyard bags award for excellence
K Anthony, defence minister, government of India presented awards to Goa Shipyard Limited (GSL) for its performance for 20092010. The award was presented on 14th November 2011. Goa Shipyard Ltd was honoured for being best performing shipyard and excellence in the area of design effort. It was awarded for its continued pursuance of excellence, focus on customer satisfaction, enhanced productivity, employee participation, sustained research and development, effective cost reduction strategies, promoting human resource development and quality conscious approach. The award was for the year 2009-10. The awards were received by retired admiral Vineet Bakhshi, VSM, chairman and managing director of GSL. The function was attended by
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Shekhar Agarwal, secretary (defence production) and other dignitaries from Ministry of Defence, Armed Forces and other organizations. The award for excellence in the design effort was in recognition of GSLâ€™s persistent efforts at in-house design and development of propulsion system integration and integrated machinery control system (IMCS) for OPV project. GSL has received the best shipyard award consecutively for the year 2005-06 and 2006-07 and excellence in design effort for the year 2006-07. Bakhshi said the bestowal of awards from defence minister is a sign of excellence and recognition of the sincere and dedicated efforts put in by each and every member of the GSL family as also the faith reposed in GSL by its customers.
Goa Shipyard Limited (GSL) was established in 1957. It is a leading ISO 9001-2008 certified shipyard on the West Coast of India, functioning under the administrative control of ministry of defence, government of India. GSL is strategically located on the banks of river Zuari in Goa, a major international tourist destination well connected by its international airport and major port enroute all important shipping lines. Beginning as a small barge building yard, GSL has garnered reputation as one of the most sophisticated ship builders in the Country. For over four decades, GSL has designed, built and commissioned a wide range of sophisticated vessels for varied applications in the defence and commercial sectors with special expertise in building modern patrol vessels of Steel and Aluminium hull structure. GSL is an ISO certified company. The shipyard has a CAD/CAM facility for basic design, simulation and advance outfitting. The yard has state of the art facilities which include four slipways with a maximum weight of 3000 tonnes and 180m long outfitting jetty. There is a unique distinction of implementing ERP for all functions. The yard has a steel preparation shop for priming and cutting of steel, aluminium and non ferrous plates. The yard has a work force of over 1600 skilled personnel and over 200 qualified engineers and naval architects.
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WALLEM SHIPMANAGEMENT INDIA PVT LTD 4 Brilliant promotion prospects 4Excellent shore-career possibilities 4Family carriage facilities for officers 4Home town repatriation 4Flag state licenses Paid for by company 4Unparalled in-house training facility 4Nurturing Indian Seafarers since 1978 4Come and see us –
First Floor, Valecha Chambers, Plot B-6, Andheri New Link Road, Andheri (W), Mumbai 400 053. Tel: 91-22-40432338, Fax: 91-22-40432346 - E-mail: email@example.com
CHANDIGARH: Mr. Manjot Sandhu SCO- 75, First Floor, Sector 46/C, Chandigarh 160 047. Tel: 91-172-5088811 Fax: 91-172-5088812 Mob: 91-9501001651 E-mail: firstname.lastname@example.org
CHENNAI: Mr. Rajiv Duraiswamy No. 2 & 3, First Floor, Salzburg Square, 107, Harrington Road, Chetpet, Chennai 600 031. Tel: 91-44-45929800 Fax: 91-44-28363728 Mob: 9500022180 E-mail: email@example.com
DELHI: Capt. Sanjay Vidyalankar CS 141, 4th Floor, Tower A, The Corenthum, Plot- A 41, Sec 62, NOIDA 201309, Uttar Pradesh. Tel: 91-120-4344766, Fax: 91-120-4344761, Mob: 91-9560398700, E-mail: firstname.lastname@example.org
KOLKATA: Ms. Kanchan Mukherjee 135/1, First Floor, Rajdanga Main Road, Kolkata – 700 107. Tel: 91-33-2441 6513, Fax: 91-33-2441 6511, Mob: 91-97487 72802, E-mail: email@example.com
MUMBAI: Ms. Firoza Bhot First Floor, Valecha Chambers, Plot B-6, Andheri New Link Road, Andheri (West), Mumbai -53 Tel: 91-22-4043 2222/4043 2100, Fax: 91-22-40432346, E-mail: firstname.lastname@example.org
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License No. RPSL - MUM - 066
we take pride in finding solutions to your needs
12/13/2011 2:32:33 AM
Indian seafarers must continue to lead â€“ and not lag in any way As a young boy Capt. K.S. Paintal was charmed by the seas and had made up his mind to become a seafarer. After having sailed for 20 years he joined Elite Mariners and led it for 14 years. After nearly four decades he is still resolute in his choice of occupation and believes that it provides high career satisfaction, adventure and material benefits. As Chairman of FOSMA and managing director of Elite Mariners, he shares a few insights with regard to seafarer training and development, and career development issues. Sadanand Subramanian and Vijaya Kandpal in conversation with Capt. Paintal:
Comparisons are drawn between India and other nations such as Philippines when it comes to seafaring. What are your views? When we compare ourselves with Philippines we must admit they had a head start over us. They started the groundwork for establishing themselves
at seafaring at least 10 years before we in India began. That country went about associating with prosperous nations very proactively to invest in training and development of seafarers. On our part we set up maritime training institutes promoted by our own private entrepreneurs. In a certain sense,
Philippines benefitted more in terms of the global outlook and the attendant benefits. They benefited by better training berths and placement facilities besides superior infrastructure.
How do you define â€˜good qualityâ€™ for a seafarer? First of all a seafarer must have the desired competence, and there can never be a compromise on this. He should know his job thoroughly well, carry a positive attitude, have a professional approach, and have a sense of responsibility and duty. With these traits he is certain to improve the quality of the industry. The seafarer must be competent enough to handle the cargos he is carrying in his vessel. Simply put, any cargo damage is loss to the client and thus bad for the business. If a seafarer is not competent there can be an accident on board. There can be disasters, environment pollution, loss of life and property. The sense of responsibility and competency is the quality that we seek.
What are your views with regard to Indian seafarers? Indians are competitive in the world. We are flexible, educated and have good language skills. Indians are adaptive. But in terms of stamina, many nationalities are found to be better and stronger than us physically. They are faster and more active than Indian seafarers. Indians cannot remain complacent. They must endeavour to overcome their shortcomings whether physical or
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otherwise and must not lag behind in any way.
Do you think the assessment system in Indian maritime education is too tough? We need to have a meticulous education and assessment system. It has to be tough in order that we produce top quality. However, we must remove some of the hassles such as delays in giving away the certificates. After appearing for the exams cadets have to wait for their COCs for a long time. If you see in the European countries like UK they receive their COCs in 15 days. In India a seafarer gets his COC in 45 days. A certain amount of streamlining of the examination system will do us good. While I say this I must add that the Indian examination system is well respected for the high quality standards it practices. All in all, I can say that I am happy with the examination system, but the procedures can be improved.
What are the areas of improvement in Indian maritime training and administration? We have a wide gap between supply and demand in the Indian shipping industry. We urgently require more training berths. A little help in providing training ships would go a long way. In the past Shipping Corporation of India
had quite a few training ships where the senior cadets would manage junior cadets. Can we hope to have those days back? And as mentioned before, certificates are not handed over on time; it has to get a lot quicker. We have proposed the idea to the ministry of shipping and transport. And Indian seafarers must be projected not only in numbers but also in terms of quality. In order to expand our seafarer base, we must have more training, induction and training berths for Indian seafarers. Things have to improve at every level. The industry has to cooperate and coordinate with one another to bring out more quality people.
What are your views on absorption of Indian seafarers by the industry? With a shortage of quality seafarers, officers are easily inducted. However, the expectations of each shipowner may be different. With respect to the limited number of Indian vessels, we can abide by the governmentâ€™s policy to recruit Indian seafarers. But in respect of foreign vessels we cannot follow this policy. Some shipowners would like to have a particular nationality on board and therefore it may not be possible to consider Indian candidates exclusively.
How does FOSMA contribute to the improvement of manpower in the shipping industry? We are striving hard to raise the standard of Indian maritime personnel vis-Ă vis the changing global demand and rising expectations. We are focused on training and development and other HR related aspects that help bring out the best in seafarers. In particular we want to give emphasis to the human element and to groom seafarers for a long time career in shipping. FOSMA is currently developing a maritime institute with state of the art facilities at Delhi. The institute will function under the Indian Maritime University.
How is the retention rate of Elite Mariners? Most of the time it is perceived that attrition is related to money. Yes, it is undoubtedly one of the reasons. I think what matters more for an employee is how you deal with them and understand the best in them. Attrition is also a result of offer from the employer and the market figure. Favourable welfare policies can help in retention but if you see most of the companies more or less have the same welfare policies. Elite Mariners have permanent staff from a long time, which is also cost to the owner yet it is a good way to retain seafarers.
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TECHNOLOGY STATE OF THE ART FROM
ClassNK establishes Guidelines for
safe carriage of Nickle ore M
ajor marine casualties have been reported in recent years, the main cause of which appears to be the liquefaction of cargo during the voyage, especially when nickel ore or iron ore fines are carried on ships. While interest on safe carriage of cargoes has heightened on one hand, the formulation of consistent safety guidelines for the same has been eagerly awaited. Serious casualties occurred on the Indian Coast wherein, M.V. Asian Forest in July 2009, and M.V. Black Rose in September 2009 carrying Indian Iron Ore Fines capsized in Indian waters leaving behind large quantities of bunker oil entrapped in bunker tanks. To address the concerns related to carriage of iron ore fines from Indian shores, a technical committee was constituted by Ministry of Shipping and DG Shipping. The Directorate, in view of the shipping casualties and near misses had issued Merchant Shipping (MS) Notices 31 and 34 in September 2009. Further DG Shipping issued M.S. Notice No. 9 of 2010 informing that the MMD would carry out 100% PSC / FSI of all vessels loading Iron ore Fines / Concentrates and similar type of cargoes from Indian Ports during Fair / Foul weather season. Over a period from October to December 2010, three ships namely M.V. JIAN FU STAR, M.V. NOSCO DIAMOND and M.V. HONG WEI, each carrying Nickel ore suffered major maritime casualties successively. The above casualties were a result of capsizing and sinking off the Obi Island, Tahuna port, and Bitung port respectively, in Indonesia, because of loss of stability as a result of the liquefaction of the cargo. The casualties resulted in the loss of lives of 44 crew members. The accidents continue to be fresh in our memory.
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As a result of lessons learned from various maritime casualties such as these, interest in the carriage of the so called â€œcargoes which may liquefyâ€? starting
with nickel ore cargo intensified. Earlier, cargoes such as nickel ore were not listed in the IMSBC Code, and would have to be provisionally risk-assessed by the authority of the port of loading. Among various kinds of regulations and IMO proposals, basic preventive measures have been proposed under the pre-requisite of carrying cargo with strict adherence to the moisture content less than the transportable moisture limit. (Better known as TML) These measures include trimming of half cargo, checking information on cargo before loading on ship, re-confirmation tests if there are doubts on the moisture content of the cargo because of rainfall and so on.
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www.snmevents com ClassNK has been actively in the forefront of raising this topic at various international forums and constantly drawing attention of the maritime industry. It has also been regularly releasing Technical Information as guidance to the ship owners for the carriage of such cargoes.
guidelines will serve as reference and provide effective assistance in safe carriage of cargoes which may liquefy, such as nickel ore or Iron Ore fines.
INFORMATION ON CAPSIZING OF SHIPS 18 July 2009 M.V. ASIAN FOREST carrying iron ore fines, capsized in the Arabian Sea off the western coast of India, within a short time after departing the port of Mangalore in India 9 Sep 2009
M.V. BLACK ROSE carrying iron ore fines capsized in the Bay of Bengal off the eastern coast of India, within a short time after departing the port of Paradip in India
27 Oct 2010 M.V. JIAN FU STAR carrying Nickel ore capsized off the southern part of Taiwan, after departing Obi Island in Indonesia
4 Nov 2010 M.V. NASCO DIAMOND carrying Nickel ore capsized offshore after departing port of Tahuna in Indonesia 3 Dec 2010
M.V. HONG WEI carrying Nickel ore capsized off southern part of Taiwan, after departing port of Bitung in Indonesia
It is however observed that the actions to prevent accidents while carrying cargoes which liquefy have a very large component of human element to address to the uncertain weather conditions. ClassNK has been continuously working to address the situation by incorporating a new bulker design to allow vessels to sail safely even with dry bulk cargo that has liquefied. Adhering to the provisions of the IMSBC Code Section 7.3.2 for carriage of Nickel Concentrate of which moisture content is in excess of transportable moisture limit (TML), as long as the ship is “Specially constructed or Fitted to carry the cargo, and if an evidence of approval by the Administration is available on board the ship”, the ship may be permitted to ply or continue its voyage. The cargo ship having special equipment mentioned here refers to a ship that satisfies the appropriate examination criteria for stability and hull longitudinal strength, no special
assessment criteria have been adequately established at an international level. Very recently, such an effort by ClassNK to implement the IMSBC Code Section 7.3.2. has received a conditional recognition from Panama Administration for a ship to be considered as “Specially Constructed Ship”. This is indeed a constructive step towards eliminating the problem of Cargoes that liquefy. Simultaneously for other dry cargo ships without the description of “Specially Constructed Ship” the use of general safety guidelines, for loading and transporting nickel ore, ClassNK has summarized a set of comprehensive loading requirements (which includes transportation procedures and technical requirements) of the IMSBC Code, including the precautions obtained from the findings in the past. ClassNK also offers special technical services for the ships that have been approved as having appropriately enforced various recommendations given in these guidelines. ClassNK hopes that these
Various stages of Nickel ore with increase in moisture content
ClassNK is also in discussions with the Director General of Shipping, Government of India, to carry out joint research and studies on the properties of iron ore fines at the various ports in India. The studies would result in the development of guidelines for the ships to load cargo of iron fines. Courtesy: ClassNK
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TECHNOLOGY www.snmevents com
On board technologies:
Safer voyages Technological advancements on board have reduced manual work while producing better results.
By SNM Events Team
apt. Vinay Singh, director of Anglo Eastern Ship Management says, technology adds a lot of value to safe operations. ‘Technology has also helped to reduce staff on board vessels.’ Technological advancements have contributed to reduce environmental damage. The environmental damage due to paint, release of pollutants to sea or air has come down due to technological advancements. Singh wishes to see more changes through technology. He expects the communication systems onboard to be brought on par with on shore facilities so that on board staff shouldn’t feel isolated while working on ships. To handle machines on board all equipments and conditions must be reported automatically to the concerned department to reduce work. “I also wish on board navigation less maintenance but still they are not in to be in lines with aircrafts where line with the technology that predefined route plan is aeroplane and truck engines available that is monitored have. from ATC.” He explains He also suggests having that the predefined route sealed and highly automated plan avoids the prospect engine rooms to reduce of collisions and thereby pollution. These engines grounding which causes loss wouldn’t require frequent of life and damage to the periodic maintenance except environment. Singh says that Capt. Vinay Singh regular visits to designated the modern engines require workshops. They have only rare breakdowns, according to Singh. Capt. Vinay Singh wishes on board On board technology on technology on cargo spaces could be cargo spaces could be improved to such an extent that it could improved to such an extent be cleaned for next cargo in the port that it could be cleaned for itself. “This will avoid any unwarranted next cargo in the port itself. pollution at sea and there is no need
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of a team to work towards it. It will also reduce need for on board ships to prepare cargo spaces.” According to Singh, if the mooring arrangements for all ships are standardized and automated then crew from shore could come onboard to bring the ship inside the port. Singh further adds, “These simple measures will help in reducing pressure on onboard personnel and further with lesser requirement of staff and more automation, with such technologies we can have staff joining only for shorter duration as in the case of aircrafts. This will be a win-win situation for seafarers, environment and the industry that carries 90 percent of world trade.”
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For rediscovering the prestige and glory of seafaring as a profession
Seafaring Times will be a comprehensive monthly magazine featuring the life and times of seafarers covered through brief articles and reports. The magazine will be a companion to serving seafarers across the different job functions, and those aspiring to come into the profession. It will also provide insights to senior professionals from the shipping and maritime industry and other related professions. Seafaring Times will be available at all major publication stands. Circulation will cover the entire shipping and maritime industry and colleges and educational institutions across India.
Seafaring Times is a Surya Media Ventures publication
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12/13/2011 2:34:25 AM
INSIGHT www.snmevents com
10 more to go to ratify MLC 2006
Capt. D.K. Singh provides an update on the latest developments related to MLC 2006
iribati where seafaring is considered a vital industry, became the second country in the pacific region after Marshal Island and 20th in the world to ratify the landmark convention on 24th October 2011, when the Government of Kiribati deposited with the International Labour Office, Geneva, the instrument of ratification of the Maritime Labour Convention, 2006 (MLC, 2006) which aims at ensuring decent working and living conditions for the worldâ€™s seafarers and a level-playing field for quality ship-owners. The early ratification of MLC, 2006 by the Government of Kiribati shows the determination and resolve to sufficiently and adequately protect its seafarers who are working overseas. Early ratification of the Convention will help Kiribatiâ€™s seafarers to prepare and brace themselves for the challenges which in turn will help in retaining its competitiveness and quality standards as one of the labour-supplying maritime nations. Liberia, Luxembourg,
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Panama, Norway, Denmark etc. are other important seafaring countries that had already ratified the convention. Up till now, Singapore is the only Asian Country to ratify the convention. With the ratification of Kiribati, 54 percent of Gross world shipping tonnage is party to the convention. It is presumed that various national ratification efforts are now nearing completion in many countries in all regions as nine out of 20 and amongst those last 6 ratifications have been received by the office of ILO, Geneva in the last six months. It is hoped that an additional 10 ratifications are likely to receive before 31st December 2011 which will help MLC, 2006 to formally enter into force one year after the ratification of 30th Member as the second criteria of achieving 33% of total world shipping tonnage has already been met. To achieve early and well thought enforcement of MLC,2006, second Meeting of the Preparatory Tripartite MLC
It is hoped that an additional 10 ratifications are likely to receive before 31st December 2011 which will help MLC, 2006 to formally enter into force one year after the ratification of 30th Member as the second criteria of achieving 33% of total world shipping tonnage has already been met. 2006, Committee has been called at ILO, Geneva between 12 and 14 Dec 2011 to keep under review the preparations by Members state for implementing the MLC 2006 and to further identify any common issues that will prepare the work for the future Special Tripartite Committee on any matters which might require to be dealt with as a matter of urgency after entry into force of the Convention, including the rules of procedure of the Committee. It was agreed at General Body during the 307th session in March 2010 at ILO, Geneva that the said
OCTOBER - NOVEMBER 2011
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INSIGHT www.snmevents com Meeting would be open to governments of any interested member States. It would include up to ten representatives of the Ship owners’ group and ten representatives of the Seafarers’ group, nominated respectively, after consultation with the Joint Maritime Commission, with the understanding that the Meeting would also be open to Seafarers’ and Ship owners’ representatives wishing to participate at their own expense. The Committee will further provide advice to the ILO Office on the content of draft Standing Orders of the Special Tripartite Committee to be established under Article XIII of the MLC, 2006, prior to the submission of that draft by the Office to the Governing Body for its consideration. The Preparatory Tripartite MLC, 2006, Committee will also consider any other urgent questions that may arise with respect to the work of the future Special Tripartite Committee. Upon 12 month after meeting the ratification criteria, MLC 2006 will provide comprehensive rights and protection at work for the world’s more than 1.2 million seafarers and it will help in achieving both decent works for seafarers and securing economic interests in a fair competitive manner for quality ship owners. It will also include the new labour standards related to the Maritime sector adopted over the last 80 years. The Convention will sets out seafarers’ minimum standards and fair working conditions worldwide and decent conditions of work on a wide range of subjects which will be globally applicable, easily understandable, readily updatable and uniformly enforced. It has been designed to become a global instrument known as
the “fourth pillar” of the international regulatory regime for quality shipping, complementing the key Conventions of the International Maritime Organization (IMO). It is very important to note that the shipping industry is the world’s first genuinely global industry which requires an international regulatory response of an appropriate kind like MLC 2006 applicable to the entire world shipping industry. The new Convention which is already known along with SOLAS, MARPOL and the STCW conventions as the fourth pillar in a maritime regulatory regime, is global in scope and ambition, providing a level playing field for ship-owners in which all parts of the international shipping industry can work and prosper. Globe-girdling merchant vessels shall no longer stumble upon different standards and ambiguous interpretations as they move from port to port and between jurisdictions. The MLC can truly be described as one of the most ambitious Conventions ever, covering modern realities of working conditions onboard a 21st century ship. The MLC, 2006 is a global instrument adopted by the ILO to provide for the rights and protection of seafarers at work and loosely it is also call as bill of rights. It establishes comprehensive minimum requirements for different aspects of working conditions for seafarers working on board ships, including conditions of employment, hours of work/rest, accommodation, recreational facilities, food and catering, health protection, medical care, welfare and social security protection. The Convention also establishes a compliance and enforcement mechanism based on inspection and certification of the seafarers’ working and living conditions. It is hoped that Indian Government will also take an early lead so as to get MLC 2006 ratified before 31st December 2011 to show the entire world’s shipping community its resolve and determination in ensuring decent working and living conditions for Indian seafarers and showing that we believe in quality standards as we call ourselves one of the foremost laboursupplying maritime nations.
Capt. D.K. Singh is a freelance Journalist and Marine Consultant, FSUI
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TECHNOLOGY www.snmevents com
Minor Services that Serve Major Problems By SNM Events Team have a replacement and there is a real emergency around. Joseph cites his experiences in Singapore and Dubai where importing and exporting is so simple and fast. He says that it is the cumbersome procedures in India that causes irritation.
A need for good dry docks
nmex India catered to the curiosity of a wide section of the maritime community. A regular visitor to INMEX editions in India, Ajay Joseph, director of Global Marine Group of companies says that he was particularly keen on meeting shipbuilders and large ship repair firms. Asked to comment on the ship spare and accessory supply services in India, Joseph says that this particular business was growing even though there was a lot to be desired in its path to progress. He points out that we have a lot cumbersome procedures in India and many taxes of which quite a lot seem to be too complicated. “The procedures and paper work tend to
cause delays,” complains Joseph, not to mention the taxes which actually make our services costlier. Providing an example, he says that there are instances when importing a component that costs $300 dollars, a buyer has
Mr. Ajay Joseph
to incur an additional $200 dollars by way of taxes and incidentals. This is a cause for dissatisfaction and frustration, especially when someone needs to
Joseph rues the fact that India is in dire need of good dry docks. He observes, “There are really large vessels such as container ships and tankers calling at Indian ports currently. But we do not have the facilities to dry dock these types of vessels which is why we have no other alternative but to dock in countries like Singapore dry dock and Dubai Dry Docks.” In Joseph’s opinion, if we managed to eliminate unnecessary formalities, Indian maritime sector would reap large scale benefits. Global Marine Supplies Company was launched in 1997 and it provides services such as ship chandelling, ship repairs, and technical supply. Joseph explains that the services provided by his firm sometimes seem very ordinary but are of vital importance to ships. Citing examples from his experience he says that he sometimes receives an emergency call to rectify a container or tanker leakage, or when a vessel has been grounded or when there is a satellite problem. Global Marine Supplies prides in fact that the company is ever ready to take up a challenge that stalls a ship even though the scope of the work may be very meager. “Money is not the sole motivation,” director of Global Marine Supplies asserts. “It is the satisfaction of finding a solution within our means and thus satisfying the immediate concern of the client that is the prime inspiration.”
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Emissions from Ships and Use of LNG as fuel
Prof. S.C. Misra notes, ‘While LNG as fuel reduces the emissions by virtue of its properties, it is only considered as an alternative in the short term, as it is still a fossil fuel whose reserves are fast depleting.’ The author convincingly makes a case for the urgent need to explore the possibility of use of other forms of renewable energy such as Bio Diesel, wind and solar power for their applications in the Maritime sector.
many years, shipping has prided itself in missions from the maritime transport the efficiency of its cargo carriage, and sector represent a significant and there is no doubt that ships are still the increasing source of air pollution. most efficient means of carriage, at least Furthermore, emissions from ships are measured in terms of CO2 emission per transported in the atmosphere over ton*mile of cargo moved. Irrespective of several hundreds of kilometers, and thus this, shipping must contribute can contribute to air quality to the global effort to fight problems on land even if climate change by reducing they are emitted at sea. This GHG emissions further pathway is especially relevant given that these emissions for the deposition of sulphur presently are not subject to and nitrogen compounds. any regulation, that ships are It should also be taken into responsible for some 3.3% of account that, for economic global CO2 emissions (2.7% reasons, many vessels use Prof. S.C. Misra from ships on international Internal Combustion engines trade and 0.6% from Domestic burning heavy fuel oil with and fishing vessels) and that emissions high sulphur content (The sulphur content are expected to increase with increased of standard marine fuel is 2700 times demand for sea transportation. higher than that of conventional diesel for cars). The main air emissions resulting from burning this type of fuel include Incidentally LNG as a fuel Sulphur Dioxide (SO2), Nitrogen Oxides has a higher energy content (NOX); Volatile Organic Compounds compared to HFO or Light Diesel (VOCs); Particulate matter (PM); Carbon Oils and also emits less CO2 per Dioxide (CO2) and other GHGs. The tonne of other liquid fossil fuels. amount of gases emitted from marine The reduction in CO2 emissions engines into the atmosphere is directly by using LNG is around 12% related to total fuel oil consumption and the quality of fuel used which in turn per tonne of fuel or 30% per depends on different factors such as MJ of energy generated when hull shape, loading condition, roughness compared with heavy fuel oil. of hull and engine operating condition. The presence of these pollutants has The regulations governing Air local and global impacts. Impacts on pollution are contained in Annex VI of local (or regional) air quality are mainly MARPOL convention adopted at IMO. linked to pollutants such as PM, NOx There are limits imposed with timelines and sulphur, while the GHGs (e.g. CO2) for achieving these limits governing the have a global impact on climate. For
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primary pollutants from combustion of fuels i.e. SOx, NOx and CO2. There are certain areas which are designated as Emission Control Areas (ECA) such as Baltic Sea, North America etc. and more areas are going to be designated in the future as well. The ships plying in the ECA zones will need to comply with stricter regulations governing SOx and NOx. The SOx is entirely dependent on the quantity of sulphur content in the fuel while NOX is primarily dependent on the combustion process within the engine. While there is skepticism prevailing on the availability very low sulphur content of fuel as required by the regulations as well as the possible failures in engine operation especially at the time of fuel switching along with availability of engines for Tier III NOx compliance, one of the methods to comply with the regulations is to switch to uni-fuel such as LNG which meets the SOx and NOx requirements for ECA’s without having the need to fit any after treatment methods required to burn other liquid fossil fuels. Also new vessels will further need to comply with Energy Efficiency Design Index (EEDI) requirements, which is a measure of the GHG (CO2) (or fuel) efficiency of the ship as adopted by IMO. Incidentally LNG as a fuel has a higher energy content compared to HFO or Light Diesel Oils and also emits less CO2 per tonne of other liquid fossil fuels. The reduction in CO2 emissions by using LNG is around 12% per tonne of fuel or 30% per MJ of energy generated when compared with heavy fuel oil. There are many new ship designs emerging from various ship designers/ shipyards which have incorporated the use of LNG. For reasons indicated earlier, these designs are presently being adopted primarily in ships plying or intending to ply in ECA’s where considerable investment has been put in place for the establishment of a robust supply chain to cater to refueling.
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www.snmevents com Recently, Rolls Royce, the global power systems company received the â€œNext Generation Ship Awardâ€? for its Enviro Ship Concept. In their design of a short sea general cargo vessel, Rolls Royce utilized the inherent strengths of LNG along with improvements to hull form and propulsors to be able to produce a design claiming to achieve an overall reduction of 40% in CO2 emissions. In terms of fleet size the Indian shipping tonnage stands currently at 10.11 million GT consisting of 1,135 vessels and ranks 16th in the world shipping Tonnage. The Indian flagged vessels are currently carrying around 8.4% of Indian export - import cargo and forms a marginal share of just above 1% of the global fleet. Based on data published by International Transport Forum In association with OECD, Indian Shipping has a contribution of less than 2% of total CO2 emissions from transport sector in India in the year 2007 (Fig-1).
supplying this fuel at all the ports at costs at least equivalent to diesel fuel. Therefore IMU (V) is also considering the possibility of use of other forms of renewable energy such as Bio Diesel, wind and solar power for their applications in Fig-2: Variation of Specific CO2 Emissions over Time Maritime sector. In order to IMU(V) has taken up a study reduce the EEDI further, it would be (sponsored by Ministry of Shipping) to necessary to also look at the overall assess the current emission levels of Marine power plant efficiency and ships especially those vessels operating especially waste heat recovery systems in the coastal, inland and harbour to be able to extract as much energy as trades. The preliminary analysis of data possible to be able to get more work out (data from D.G.Shipping, LR Fairplay of the input energy. IMU (V) is looking and IRS) indicates that the specific CO2 into this aspect and is exploring the use emissions (CO2 Emissions/hr per GT) are of Stirling engines with/without external high for vessels operating in the Indian combustion sources. coast (Fig-2) While Diesel engines as prime The study is ongoing movers for propulsion has become a 2007 Transport CO2* which will eventually lead defacto standard so far, time has come 5% 11% to an assessment of the to look into other forms of energy 83% situation and will also conversion mechanisms such as external 1% lay the groundwork for combustion sources where it would be continuous monitoring. possible to have a better control over the This campus is also combustion mechanism, fuel cells and exploring possibility of using even nuclear energy which incidentally LNG as fuel in Tugs and has zero CO2 emissions. coastal vessels. Standard While work is ongoing into the designs for 40-60 ton mechanism of utilizing the energy produced, Academic and Research Rail Intnl. Aviation Domestic Navigation bollard pull tugs for harbour and escort operations and a institutions in India are also looking Intnl marine Other transport Road design of 10,000 Dwt bulk into improving the hydrodynamic Fig-1: Distribution of CO2 Emissions from carrier / oil tanker/ heavy performance of vessels by improvements Indian Transport Sector in 2007 lift cargo vessel for coastal in the hull form and propulsors along trade are under progress with use of high performance materials While the maritime emissions are where one of the alternatives being leading to overall weight reduction currently low, the total Indian Tonnage explored is the use of LNG. and better paints for reducing the is expected to increase to 30 Million While LNG as fuel reduces the resistance and improved hydrodynamic tons by the year 2020 as per the emissions by virtue of its properties, it performance, fouling and corrosion. Maritime Agenda released by Ministry is only considered as an alternative in IMU (V) has proposed to the of Shipping. This would increase the the short term, as it is still a fossil fuel Ministry of shipping for setting up a emissions substantially. whose reserves are fast depleting. Also national program on indigenous green The Indian Maritime University has there is a concern about the availability ship development involving a large taken up the challenge of reduction of LNG to Indian coastal vessels and the number of research and industrial of carbon footprint of ships seriously establishment of the supply chain for organizations. and is trying to address the problem in Prof. S.P. Misra is Director, IMU, Visakhapatnam Campus different ways.
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Green Ships Designing By Ashok Dey A lot of research and development is on hand to establish medium and long term advantages of futuristic ‘green’ designs. There is a compelling need for India to adopt the right technologies to increase its market share, states the author.
hroughout history, technological energy efficient and environmentally revolution and progress has been friendly designs or ‘green designs’ with continuously promoting the up low carbon footprint. gradation of ships from the age of Green shipbuilding at its best is wooden sail boats to the modern ships a complete lifecycle product starting designed as per latest trends. from the design and Opening of new international construction of the shipyard routes and the change of and equipment factories, original routes and changes design and construction of in world trade patterns the ship and its equipment, resulted in requirements ship operations and proper of product innovation. The recycling of the ship at the latest maritime conventions, end of its life cycle. Here we standards and regulations and focus on the ship design and environmental requirements construction aspects covering Mr. Ashok Dey of different countries brought advanced technology, energy forth a new phase of development of saving, reducing CO2 emissions, reducing
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The EEDI index encompasses vessel hull design, light weight optimization, efficient propeller design, application of energy saving devices, ballast water reduction designs, waste heat utilization, low air resistance of the hull and superstructure, low vibration and noise, power management systems, choice of propulsion machinery with low emissions, better paint systems and high strength material applications. environmental and marine pollution and reducing emissions of NOx and Sox. The regulatory impact of Marpol Annex Vi (air pollution), Ballast water Management, EEDI (Energy efficiency Design Index); Pollution by Sewage and Convention for the Safe Recycling of Ships have all forced innovations on the shipbuilding industry.
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www.snmevents com A lot of research and development is on hand to establish medium and long term advantages of futuristic ‘green’ designs. Starting from hull form optimization which was a tool already available with the Naval Architects, revised model testing with altered hull forms to get the best efficiencies and lowest water resistances, energy saving devices such bulbous bow, rudder bulbs, high efficiency rudders, wake ducts, propeller boss fins and its many variations, we can have a green hull to start with. Hull form with stern design to take larger propellers which in turn means using lower rpms and thereby reduced power and efficient propeller designs are also important considerations which matched together with engine selection can lead to greater fuel efficiency. Next comes the choice of equipment and machinery. Here we are partly forced by IMO requirements to select Tier 2 and Tier 3 main engines with regulated NOx and SOx. But that is only the minimum. Various advanced ‘green’ options comes with waste heat recovery systems, shaft generators, turbo alternators, exhaust gas scrubbers and dual fuel or better still the gas only engines. Natural gas has been developing rapidly in recent years as the fuel of choice provided the storage and/or refueling options from shore are economically available. Likewise we need to choose Auxiliary generators which can run on gas oil or MGO when required by EU ports. One important aspect is sizing of generators which should be optimized for normal sea load, Port running and for discharge and loading. Ballast water management technologies are available to suit different requirements using different technologies but it is too early to analyze which of these technologies themselves are the most ‘green’ as each system has its own power and energy requirements in addition to what was necessary in ships without them and if they have possible effect on the environment (other than depleted organism count) when they discharge cleaned water. We thus see that using one type of ‘green’ technology may need a sacrifice in terms of another and there is always a balance and a
tradeoff between one and another. Paint systems which reduce bio fouling and hull resistance is another aspect of improved hull efficiency which is inviting a lot of research and development with newer systems being portrayed to reduce fuel consumptions by as much as 5 to 10%. The EEDI index therefore encompasses vessel hull design, light weight optimization, efficient propeller design, application of energy saving devices, ballast water reduction designs, waste heat utilization, low air resistance of the hull and superstructure, low vibration and noise, power management systems, choice of propulsion machinery with low emissions, better paint systems and high strength material applications. A sincere attempt to address all of the above or as many of them as
possible during the initial design before constructing vessels, is what would give us the Green ships of the future. Whether they can be designed in India is a question of priorities which the yards have to think of. However, with the shipbuilding order book of India at a dismal 0.9 % of the world order book as on 1 4 2011, it is more a question of what to focus on in the foreseeable future. For a country like Korea and China sharing almost 75% of the world order book and Japan with another 17%, it is a necessity to stay ahead of the game by investing in newer technologies to maintain their advantage. For India it is more a question of survival in the industry and therefore demands that the country must adopt advanced technologies and environmental designs to improve its market share.
The author is director Technical, Bernhard Schulte Ship Management (I), Marine Concept
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Environmentally Friendly Ships Prof. R.P. Gokarn asserts stricter regulations alone can provide the necessary impetus to building environmentally friendly ships.
By Prof R.P. Gokarn
lthough shipping carries over 85 used as a fuel in ships because it is clean per cent of international trade, and safe and produces the minimum it contributes only about 3 per amount of CO2 per unit of energy as cent to the Carbon-dioxide emissions compared to liquid fuels. The Rolls-Royce in the World. Nevertheless, environmentally friendly ship is the shipping industry is an example of a ship carrying aware of the need for Liquefied Natural Gas (LNG) environmentally friendly as fuel for use in gas fuelled ships, and the International engines. The integrated Maritime Organization is rudder and propeller system introducing regulations to improves the efficiency of the control emissions of CO2 propulsion system, reduces and other harmful gases fuel consumption and hence from ships. reduces CO2 emissions. This Prof. R.P. Gokarn For environmentally concept is not particularly new, friendly ships, the main focus at present and several ships are being built around appears to be on minimizing CO2 the world (including one in India) in emissions through the use of gaseous which LNG is used as fuel in gas engines. fuels. Natural Gas is increasingly being A problem with gaseous fuels is that gas
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engines are available at present only up to limited powers whereas diesel engines are available up to powers touching 100 000 kW. It may be noted that the very large ships built in recent years for carrying LNG as cargo are propelled by diesel engines. There are other solutions to minimizing CO2 emissions due to the burning of fuel, including use of alternative fuels such as Hydrogen and bio-fuels. The U.S. Navy is exploring the use of a mixture of diesel oil and an algae based bio-fuel but the cost is still too high. Fuel cells are being tried, and the ship “Viking Lady” has successfully demonstrated that fuel cells can reduce CO2 emissions by 20 per cent, as well as reducing emissions of Nitrogen Oxides (NOX). Alternative sources of energy – solar, wind, wave, nuclear – may also provide a solution. Minimum CO2 emissions are not the only criterion for environmental
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www.snmevents com friendliness of ships. The Royal Institution of Naval Architects is holding a conference on the subject and the topics include, apart from alternative energy sources, the following : energy saving methods in propulsion, energy efficiency index, management of ballast water and waste, minimizing impact on marine eco-systems, design for end of life and recycling, “clean” production and maintenance methods and new and future regulations. Environmentally friendly ships are essential in the long run to save the environment but their costs are high, and unless compelled by regulations environmentally friendly ships may not be developed quickly. The International Maritime Organization has been taking steps in this regard. Except in the Indian Navy, ship design has generally not been encouraged in the country. The history of the National Ship Design and Research Centre provides a stark reality check of the status of ship design in India. Given these aspirations, advanced training is a prerequisite for quality, safety and efficiency. Indian clients have recognized that advanced training is the key to personal, professional and corporate success. The growing demand has led GL Group, based in Germany to set up a new branch of its advanced training institute “GL Academy” in Mumbai. The GL Academy, representing a global network of 19 training institutes is known for good knowledge transfer, focus on key topics, high relevance for daily work and high trainer competence. More than 23,000 participants in over 1,500 seminars worldwide have made GL Academy since 1995 into a well-established training provider within the maritime industry which offers more than 80 different seminar topics. GL Academy has one of the broadest and most comprehensive portfolios in the industry. GL Academies in India, Greece, Cyprus, Italy, United Arab Emirates, Turkey, USA, Brazil, Peru, Mexico, China, Korea, Singapore, and Japan conducted more than 600 courses in 2010 for clients. GL Academy India was initiated in 2009. Due to the personal network of
the training coordinator GL Academy was invited to forge cooperation agreements with various maritime and academic organisations. This approach opened the door to shipping companies in India, Sri Lanka and Bangladesh. Customized training programmes, GLapproved local trainers and up-to-date seminars combining maritime as well as offshore topics are in demand. There is a vast training potential in the oil and gas and renewable sectors. The GL Academy is well suited to cover these requirements since it can rely on the technical expertise of a classification society as well as on the
expertise of an international technical assurance and consulting company for oil and gas as well as renewables. As part of the GL Group (GL) the GL Academy is able to recruit experts from the classification and certification branch or from technical assurance and consulting. GL headquartered in Hamburg, Germany, employs more than 6,100 engineers, surveyors, experts and administrative staff in 80 countries. GL is dedicated to ensuring the safety of life and property at sea, and the prevention of pollution of the marine environment.
The author is a Consultant and former Head of Dept. of Ocean Engineering at Indian Institute of Technology, Kharagpur
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Indian Port Operators Must Go all out for Automation By Vijaya Kandpal Prospects of increased volumes of turnaround at ports in future have led to competitive and innovative port equipment market. Globally reputed equipment manufacturers and suppliers are poised to engulf the Indian ports with state of the art equipment. Global giants such as Konecranes, Siemens, Cargotec and Liebherr to name a few have already made a mark in India.
raising India’s growth in the last 15 years, KoneCranes, Sales and Marketing Director Toumas Saastamoinen says his company has expanded thanks to the rapid pace of Ports and Infrastructure especially in the last two years in India. Saastamoinen explains that the country’s ports have gradually expanded its operations and quite a few of them are comparable to the best under similar conditions anywhere across the globe. With the need to bring in efficient operations, port and terminals operators are adopting sophisticated machinery and equipment to achieve efficiencies and reduce turnaround time.
Port Equipment Market Saastammoinen believes that the Indian market for port and infrastructure equipment have registered tremendous growth over the last few years. He says, “When you have smaller terminals the equipment required may not be so complex, but when it grows bigger then you require more sophisticated machinery.” He further explains that Port equipment demand rises even as new generation terminals are built and the requirements for speed and efficiency rise. According to Saastmmoinen, India is on the verge
of a high growth trajectory and the way the ports sector is poised to grow indicates that there is a great deal of sophistication about to happen in the near future.
When you have smaller terminals the equipment required may not be so complex, but when it grows bigger then you require more sophisticated machinery. 38
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Meeting demand Konecranes India is feeding the demand by supplying profile crane systems, chain hoists, jib cranes, industrial EOT cranes, and process cranes for different industry applications like steel, power, paper, petrochemical and shipyards. Port cranes like Rubber Tyre Gantry (RTG) cranes, ship-to-shore cranes, rail mounted gantry cranes, reach stackers, fork lift trucks and AGD grab unloader for handling bulk material by the
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www.snmevents com company are catering to the container handling requirements and continuous ship traffic. Siemens supplies products and solutions for cranes and general purpose application in ports. The company has an experience of 90 years in the field of port cranes. Simocrane of Siemens has technology which secures reliable cranes performance, simple engineering and fast commissioning. This product also gives you the flexibility to customize the solution to meet the requirements.
innovative in providing electric load sway damping, electric RTG wheel turning, active load control system for yard cranes, electromechanical load control system for STS and many more. The company has more than 100 patents on crane technology. To meet demands in lifting equipment in ports the company has introduced lift trucks and reach stackers. To stay innovative Cargotec India has a division which works on cranes required by ports, alternative solutions to handle cargo and options that can bring more productivity to ports. “Research helps us to stay innovative,” says Praveen Waychal, head of marketing (I&T), Cargotec India. “The company also supplies electric cranes which are error free and faster. Such innovative port equipments are expensive but very beneficial for ports,” according to Waychal.
Types of cranes available
Their rail mounted quay crane has active in-feed system, 120 drive system, gantry and hoist motors. This crane is helpful to reduce engineering time. It also provides simple adaptation and application to meet specific requirements with remote diagnosis and traceability.
Innovation KoneCranes developed its first shipyard crane in 1950 and all electric RTG crane in 1995. The company has also been
Konecranes provides maintenance, refurbishment and modernisation for lift trucks and reach stackers. It also tries to update and upgrade knowledge of its customers by conducting maintenance and driving training programmes. Cargotec India believes that technologically advanced unloading equipments are a must in the ports. The company supplies RTG Cranes, straddle carriers, stackers, trucks and trailers that are helpful in ports. Automatic stacking cranes are helpful in handling cargo with less labour. These cranes can be programmed with data of containers, and cargo is placed accordingly by these cranes. The company has Rail mounted gantry cranes and spreaders to hold containers. Under bulk material handling, Siemens offers grab ship unloader which has an advanced sway control and crane management system. This equipment is helpful in shortest trajectory calculations, semiautomatic and automatic loading. Siemens’ RTG cranes have basic in-feed system with gantry and hoist motors. These gantry cranes are helpful to reduce engineering time, they also provide one platform for all crane technology and extensive diagnostics
India as a market Initiatives by Indian government to develop Indian ports and increase in containerization have made India a promising market for port equipment companies. To handle increasing container traffic many private ports have also become operational. Container traffic has given rise to a competitive port equipment market. Cargotec India thinks that India is a price sensitive market. “In India fully automatic systems and carriers are still not very popular. Indian ports expect human involvement.” He states the need of the hour is faster and quicker cranes. He further adds that to meet demand satisfactory, study of customers’ needs are absolutely essential. He states, “Equipments must be efficient to handle flow of the cargo to serve the customers.”
Automation in ports Indian ports have become very demanding due to heavy container traffic. Customers expect to receive prompt delivery of equipments, overall equipment performance, and maintenance downtime and fuel efficiency. Increased traffic has given rise to faster work progress and automation has served well here. Konecranes has introduced remote monitoring systems to meet the demands of faster work progress. This measures the data of actual crane usage. The data can be analysed to predict the right crane condition, plan maintenance schedules, breakdown times and replacement of spare parts. Konecranes also provides automation systems like active load control, auto steering, automatic sway control and horizontal positioning.
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HR TRENDS CAREER TRACK
Can India keep Pace as a predominant Seafaring Nation?
The Indian shipping administration is setting in motion a set of reforms to bring about a qualitative difference in the development of seafarer pool to keep up with future global demand. Studies reveal that manpower shortages can be mitigated by improving the quality of education, making available enough training berths on vessels, and removing a few bottlenecks in the examination system. The shipping administration must lead the industry. SNM Events Team reports.
Recent trends reveal that India has a long way to go from its current share of about 7 percent to 9 percent of its share of seafarers by the year 2015. In the context of predicted rises in the volumes of trade, the global demand of seafarers is expected to witness a sharp rise. A study by consultants Mckinsey & Co. pointed to India gearing itself up and tripling its seafarer training capacity in order to keep up with the pace required. India has made tremendous improvement in its share of global seafaring stakes in the past decade. The quantum of seafarers from India doubled during the years 2000 to 2008. According to Dr. S.B. Agnihotri, Director General of Shipping, it must be considered an achievement that India today stands as the fifth largest seafarer supplying nation. He is however quick to add that urgent reforms are needed in the areas of training, administration, and career support to seafarers. Industry leaders have appreciated the quality of Indian seafarers and in the last two decades more and more ship managing companies were established to attract talent from here. The growth of the Indian industry has corresponded with the setting up of maritime academies in the later 1990’s set up under the directorate general of shipping.
A slow start However, we have witnessed a crewing slowdown in the last couple of years. The economic slowdown directly affected the industry’s demand for officers and crew. Fewer ships came forward to offer training berths or to employ newly
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Dr. Satish B. Agnihotri, Director General of Shipping, GoI
trained cadets. Apart from this, trends also indicate a decline in the numbers of candidates that are opting to take seafaring career from the traditional recruiting grounds such as the metro cities or the coastal towns. On the other hand we are witnessing a growing number of recruits from smaller towns and far flung regions of India to this profession. This trend is perceived as a good thing by many.
Are the institutes churning out the right numbers? DG Shipping expresses his dismay that the number of candidates who achieve their competencies eventually and become fully fledged officers is far lower than the numbers that enroll across the many institutes across the country year after year. He says that in order to meet the growing global demand, we will not only require larger numbers of enrolments for the courses but we must also provide adequate
number of training berths after the pre-sea course which will enable candidates to fulfill their training requirements. He states that efforts are on from the government’s side to remove training and administration bottlenecks at various levels.
Quality of Indian Seafarers Indian seafarers have been much in demand for their ability, skills and attitude. In particular they are found to be good at English communication and have found to adapt well to different challenging situations. Moreover, India holds the advantage of a long coastline and a large manpower pool, a relatively good education system and growing onshore sectors. The industry at present is united in its concern that complacency is creeping in at various levels; that we are not producing enough manpower, and the quality is also not what we used to churn out. And it is not helping when
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www.snmevents com a lot of people are eyeing avenues at the shore after a short seagoing experience, and are thinking of bidding adieu to the seas at the first available opportunity. The industry and the administration are desperately looking for ways to bring back the charm to seafaring. The compensation and benefits are as attractive as ever. Companies are even willing to outdo one another in the matter of taking care of their most valued assets. There are regular training, motivational and recreational seminars. There are benefits such as medicals and insurance to seafarers as well as their families. Educational assistance to the employees as well as their wards, and liberal travel for self and family are also extended. Long brain storming sessions are held to find ways and means to rebuild the pride in seafaring and to build confidence amongst the modern aspirants and to reassure them about the measures taken by the industry and the authorities to take care of their safety and well being in the call of their duties.
A 7 Step Value Chain of Reform The McKinsey report suggests a 7 step value chain that would encompass enrolment, education and settling in a maritime career. The report suggested that a multipronged approach has to be adopted in order to accelerate the desired objectives within the time frame
The number of candidates who achieve their competencies eventually and become fully fledged officers is far lower than the numbers that enroll across the many institutes across the country year after year. In order to meet the growing global demand, we will not only require larger numbers of enrolments for the courses but we must also provide adequate number of training berths after the pre-sea course which will enable candidates to fulfill their training requirements. of the next 4 or 5 years. As things stand, the level of awareness about the prospects in the industry is quite low. Currently, there are over 130 institutes under DG shipping in the different parts of India that offer presea and other value added courses. The majority of them are in major towns of India. Information pertaining to maritime careers is almost non-existent in smaller towns. The report indicates that the industry must popularise maritime career in a way that it fires the imagination of the people if it desires to attract manpower from areas hitherto not tapped. Over the last few years Indian National Shipowners Association (INSA), Maritime Association of Shipowners Shipmanagers and Agents (MASSA), and Foreign Owners Representatives and Ship Managers Association (FOSMA) have collectively participated in forums and
educational fairs and sought to create awareness especially in the hinterlands of India. This has stood the industry in good stead and correspondingly they have witnessed a rise in the uptake of candidates from these parts of India. While companies such as Fleet Management have held regular road shows and seminars in lesser known towns, others like American Eagle Tankers Ship Management have set up bases at nontraditional shipping bastions such as Gurgaon, North India to attract and net talent for their vessels.
Administrative Reforms DG Shipping feels that a rationalization has to come about in the matter of maritime education and to achieve this he says that excellence standards have to be clearly defined and graded in the various institutes in the reckoning. He says that information pertaining to achievements of academic institutes with regard to their placement records, facilities and faculty status vis-Ă -vis the costs to the students must be made available to prospective students before they take their decision to enroll at a particular institution. The administration is also working on making available more training berths through various initiatives. There are also plans to minimize the examination ordeal by exploring various alternative means. The industry under the fitting guidance and encouragement from the shipping administration can achieve a turnaround. The countryâ€™s position as a predominant seafarer supplying country can be retained; after all India has all the advantages it can ask for. Hasnâ€™t it?
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HR TRENDS CAREER TRACK
Caring for their most valued assets Retaining talent is perhaps the biggest challenge for the shipping industry. A service oriented industry and profession; the work culture, lifestyle and attitude of seafarers have witnessed a sea change over the years. Seafarers like to switch over to another job with a different organization for better wages or for a new experience. Top companies adopt a caring approach that helps them retain their most valued assets. Vijaya Kandpal of SNM Events reports.
Capt. Navin Passey
apt. Navin Passey, managing director of Wallem Shipmangement India says the company manages 375 vessels and retention of seafarers is vital for the company. “Offering attractive pay packages are not enough,” Passey stresses, “it is important to consider the entire career and work life experience of an employee.” He says that Wallem’s HR policies include a comprehensive package of regular training, family outings, and recognition schemes to keep employees motivated. Wallem organizes an outing or get together of seafarers with their families. Capt. Passey informs that the company is always in contact with the families
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of seafarers when they are out at sea and their officers are relieved on time as a matter of policy. The company subscribes to group personal accident insurance policy which is valid even when Wallem’s employees are on leave to cover an unfortunate incident such as an accident or have suffered permanent disability. According to B.N. Prasad, managing director of Bernhard Schulte Ship Management India, “welfare and motivational strategies are good support systems to prompt a seafarer to stick to a company. After all what one needs are a good environment to work in and cooperative people to work with.” Prasad says that his company offers flexible tenures for seafarers so that they can meet all the required expectations. With Berhnard Schulte Shipmanagement seafarers have the facility to carry families along with them. The company also covers medical and life insurance coverage as part of welfare schemes along with provident fund scheme. MD of Bernhard Schulte Ship Management says that the company is liberal with promotions. He says that deserving candidates are offered quick promotions. To update their knowledge and skills, officers are offered value added programs when on leave. Prasad says, “Officers are approved quickly when being inducted in the fleet. The company provides flexible contract period on tougher vessels to the seafarers. To provide experience and
Mr. B.N. Prasad
all round exposure, officers are offered rotation from tough to new vessels from time to time.” Amongst others, the company offers family welfare schemes to four members of a family. As a part of motivational strategy to retain them, the company provides education allowances to its seafarers to get higher licenses. The company also provides soft loans to long serving employees. The company maintains contact with the family of a seafarer when he is aboard. Bernhard Schulte provides tough vessels allowances to its employees as a welfare measure. “Retention isn’t much of a problem for us,” asserts Capt. K.S. Paintal, managing director of Elite Mariners. “Medical facilities are covered for the seafarers during their work as well as on leave period in our company. Medical facilities are extended to families also.” “The retention rate of Elite Mariners has been 95 percent for officers and 98 percent for ratings for 14 years,” says Capt. Paintal with some pride. The company manages a total of 14 vessels belonging to their principals KGJS (Bergen) and Gearbulk (UK).
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NEWS www.snmevents com
Seminar and Dinner Get together
for Wallem Officers
allem shipmanagment India recently organized an officers and family dinner on the sidelines of a training seminar in Mumbai. The theme of the dinner get together was colours of India. Long serving officers were felicitated during the occasion. Capt A.J Kasad, A.K Karan,
3rd engineer and R.C Rohra, 3rd engineer were felicitated for serving the company for over 25 years. Hiralal Sarkar, chief engineer with Wallem was honoured for serving the company for over 30 years. The event was well attended by officers and their families. There were families of sailing officers, staff of
Mumbai regional office, and staff of fleet personnel department as well as guests from overseas. Dressed in traditional Indian attire the guests enjoyed the evening with cultural programmes, including folk dances from Punjab and Rajasthan.
High Surveillance at GMB Ports
ujarat Maritime Board (GMB) has started upgrading International Ship and Port Facility Security (ISPS) code features for its major ports. Mundra, Pipavav, Hazira and Dahej along with other 11 major ports are already complying with the code. ISPS is equipped to handle security aspects between ships
and shore which helps in verification of people going from ship to shore. The regulator also has received a proposal to put radioactive detection devices at ports with night cameras, and to put entry and exit points under electronic surveillance through bio-metric identification cards. GMB is also planning
to set up an integrated management system (IPMS) wherein all security systems at the ports will be incorporated. The port regulator handled 231 million tonnes traffic in 2010-11, which constitutes 26 per cent of the total national cargo handled. The handled traffic by GMB ports was up by over 12 per cent at 231 metric tonnes in 2010-11 versus 205.51 metric tonnes in 2009-10. ISPS Code is launched to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities during 9/11 attacks in the US. The code applies to passenger ships, cargo ships of 500 gross tonnage and upwards, mobile offshore drilling units and the port facilities serving such ships.
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Human Element in Indian Ports and Shipping The modern developments in the design and structure of ports and the size and speed of various types of ships and support vessels have surpassed quite a few age old concepts. Yet, at the centre of all these technological advancements is the human who plans, builds and operates them.
By Rajesh Doshi
ust as our airports – the sea ports industry. of India need to catch up with These institutions still follow the traditional methods of recruitment international practices to ensure the and training, leaving large gaps economies of scale and speedy turn between learning and practical needs. around. The International Maritime Institutes such as Indian Institute of Port Organization (IMO) has Management stagnated laid down the criteria for under the control of ministries, minimum qualification of which were continuously each person working on an varied in their focus. Shipping international ship, which calls and ports have been at any port in the world. This is traditionally clubbed with covered under the Standards other transport, rather than of Training & Certification being given an independent (STCW) convention, which status like Railways. is regularly upgraded – last It has taken independent Mr. Rajesh Doshi India over six decades to done at Manila in 2010. setup a maritime university. There is India, being a signatory, is bound to yet no special cadre amongst Indian comply with these standards, and our Administrative Services, specially trained officers and crew are in demand all over for operating this key economic sector. the globe. For ports, the training and qualification Privatization has brought in many players required for the persons who man the in this segment, who are managing ports, have been left under the control by trial and error. In some cases, port of respective states (countries), i.e. in our development is linked to a bigger real case the government at the centre for estate play. A few private industries have major ports, and respective coastal state announced big plans to build in-house governments for non major ports. We institutions, but are slow on the ground. have ignored this at a high cost to the Everyone wants a ready baked cake. status of our ports in international trade. There is lack of coordinated national or even a state effort.
Need for development
The management of the major ports of India have continued with the British legacy and depended on archaic laws and systems. Most of the individual coastal states are yet to be fully aware of the needs of fast growing trade and
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Let us focus on Shipping and Building Every major power in the world has been so, not just by its military prowess, but mainly by its economic strength. Every nation that has charted a powerful growth in its economy has done so by focusing on
trade, shipping and shipbuilding. This is true, not just in the recent cases of Japan, South Korea, Singapore and China, but has been applicable to the British Empire as well as the United States of America, in the previous centuries. You may be proud to learn that India, too, held that position for more than a millennium in its golden period. In the present scenario, our lack of focus on shipping and its development is one major flaw in the current India growth story. Our economic progress is stagnating at just 8-9 percent instead of the potential 12-15 that we can easily achieve. The only manner in which this can be made to happen is by bringing better professionals and operators with the right attitude and knowledge into this sector, at all levels. It is not enough to merely appoint an efficient CEO for a long term growth at the fullest potential.
A Renewed direction There are positive indicators that, what is indicated above is gradually being understood by leaders, both in the industry and the governments. The movement is slow due to both sectors approaching this from different standpoints which are rarely complementary. In a democracy like ours, unlike China, there has to be coordinated moves by both sectors to ensure well directed efforts. It involves identifying the quantity and quality of ‘manpower’ essential at various levels and encouraging education and training institutes at specific locations to focus on making it happen. Just building a few IITs and IIMs and upgrading those to international standards has not given the common man of India the level of benefits he deserves to have. Many of these well-trained professionals settled abroad, or helped multinationals to sell more chocolates
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www.snmevents com or coffee. Very few have contributed to India at the grassroots level. Our cities are still filthy and our farm-labor uneducated and very poor. A similar scenario affects our Maritime training establishments. Our few thousand officers are trained at high cost in institutions with huge investments, and well accepted all over the international market. But the need for a populated country like ours is to flood the International market with equally well-trained seamen and technicians. The disconnection between Government, Unions and Industry has cost our coastal communities the opportunities of better livelihood. â€˜Portsâ€™ is one sector where innovations are slow to be implemented, but efficacy improves with experienced handling. Practical exposure is also essential to ensure safer operations. Hence, it is critical that hands-on work needs to be part of any preparatory program. This can only happen if the ports and the institutes work together, and it is coordinated by a focused individual or team with relevant background.
Just building a few IITs and IIMs and upgrading those to international standards has not given the common man of India the level of benefits he deserves to have. Many of these well-trained professionals settled abroad, or helped multinationals to sell more chocolates or coffee. Very few have contributed to India at the grassroots level.
Action Plan The major ports and the maritime boards may be advised to identify the key areas where they need fresh blood. A three to five year projection would help in identifying training institutions which need to be financially supported or even assisted in setting up suitable programs. A consultant may help to compile data in a few weeks. An institution supported by each major port in its vicinity, but run independently, provides the broad picture. There will always be some experienced persons from the ports and shipping community at these centers, who will dedicate themselves professionally to this cause. The maritime boards may join in such ventures with the major ports, or have an independent one on similar lines with local language usage and focus on inland vessels and fishing. A positive involvement of port professionals in preparation of course structure and mentoring practical training, will build attitude and focus.
These trainees will form the second line of defense along the entire coast. A placement preference to those trained at such institutes will ensure quality intake and better output. A university of technology may be requested to grant approval to such programs, in case they do not fall under the ambit of the Indian Maritime University. A tie up with any International University in UK, Netherlands, and Greece can also be considered as an option for private players. Pilot studies over the past few years
have shown that the plan suggested above is feasible. The coastal community and the youngsters, with their parents, are awaiting this opportunity for employment oriented training. Interactions with heads of universities have shown positive inclination. The leaders of industry are indeed happy to see this happening. Then, where is the hitch? Who will coordinate between these important but disconnected stake holders? Yes, the answer lies in the -human element.
The author is a senior marine engineer. He has been active in the areas of port management and shipping management education for close to two decades. Source- Indian Ports and Infrastructure Review, September 2010 edition.
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HR TRENDS TESTING TOOLS www.snmevents com
Testing Times By Ajit Singh
Psychometric different results though the capabilities e recently welcomed testing has seen a lot of people might remain at par. Some the seventh billionth of acceptance in the might be at disadvantage and the test baby on earth. We different industries along could prove discriminatory. may be growing in populace, with other selection paradoxically but are equally tools. It is also considered prone to skill shortage in the Length of Test a forward looking tool shipping industry. Lengthy tests might not find too much that measures ability, Recruiters are seriously acceptance by candidates, especially motivation and suitability. occupied in sourcing talent but the senior ones. One way to build Mr. Ajit Singh But yet, it may be a good still they never seem to measure more acceptances for these tests idea to consider the following: up to the needs of talent. One of the would be to commit to offer feedback successful drivers of a particular industry to the candidates on the test that is the continuous flow of talent into it. Selecting the tool they have undertaken. The thought Letâ€™s take the case of shipping industry. Tests need to be relevant to the role that of getting something in return will aid Research says the shipping industry one is going to play in an organisation. acceptance. is currently witnessing a huge shortfall One coat may not fit all. of seafarers and India is looked upon as Interpreting the tests a major source of talent bank. Local traits It is imperative that recruiters are trained For a recruiter the main challenge Local geographical traits should be to interpret results of these tests. is coming across the right talent in considered in the design of a test as Finally, along with bringing a fair the required quantities. Each industry a particular trait might have different degree of predictability in performance and expects to have candidates suitable ways of expression in different cultures. suitability, the use of psychometric tools its requirements. Selection of a misfit A test administered to a talent pool will further encourage recruiters to scout candidate for a task not only causes in different geographies could yield for more and more sources of talent. harm to the job, but also upsets the Ajit Singh is a trained and certified professional on occupational testing at level 2 from National Academy prime objectives of an organisation. of Psychology. He works as leading IT Infrastructure company, Netmagic Solutions Pvt Ltd
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For Shipping and Marine Events and Milestones SNM Events bi-monthly is committed to the goal of being compared favourably with some of the better ones published internationally. SNM Events will maintain quality and consistency, in the areas of editorial content and coverage, presentation standards, and apt timeliness. We are partnering decision makers and knowledge providers to lead us to benchmark practices. With the encouragement and participation of decision makers towards building the quality of SNM Events, we will ensure bringing to our readers the latest trends, innovations, and candid views pertaining to the various vexing issues and challenges facing the shipping and maritime industry. SNM Events magazine is available to the entire industry spanning Ship Owners, Shipping Liners, Prominent Ship Agents, Ship operators and managers of merchant vessels, Shipbuilders, Repairers, Ship Equipment manufacturers, suppliers and service providers, Classification Societies, Shipping and maritime bodies and associations, government departments and senior officials, Maritime Academies, Ports, Terminals and Infrastructure companies, Professionals and intellectuals, and the peripheral users of the Shipping and Maritime industry.
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12/13/2011 2:51:34 AM
HR TRENDS TRAINING HIGHLIGHTS
Learning the ropes of Logistics Management at NMIS Umesh Grover, chairman of NMIS speaks to SNM Events about the increasing role of logistics and about the training and skills required for success in this industry.
xperts from their respective fields discussed various topics pertaining to the seafarers and their families like the role and importance of Trade Unions, and various actions taken to enhance the well being of Seafarers and their families. Other topics of discussion were ‘how to cope with loneliness upon prolonged separation when a seafarer is away performing his duties at high seas,’ and challenges in modern Maritime Education and Training. With an increase in volumes in shipping activity, logistics has come to play a vital role in shipping. One of the oldest training centres, Narottam Morarji Institute of Shipping (NMIS) has served the industry by providing various courses to develop cutting edge skills for this industry. “Good logistics management results in definite profits for the company,” says Umesh Grover. He feels there is an urgent need for a capacity increase for value adding as well as fundamental training for the growing logistics industry. “In India we don’t have a concept of commercial training for logistics,” according to Grover. “There is training available on navigation, engineering and many other aspects of shipping but they don’t cover the commercial aspect, he adds. Umesh Grover informs that NMIS provides part-time courses on logistics management. Advocating the long and dedicated service made by the institution, he states, “NMIS provides a good platform to those who want to venture into the field of logistics.”
Training requirements Umesh Grover says the field of logistics is specialized and
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expects those entering it to have a few critical skills to carry out tasks sucessfully. A strong grounding of procedures is important. One must also have knowledge of documentation and chartering. Students of logistics management must keep on learning the nuances at the workplace.
NMIS meeting training requirements for logistics NMIS is a charitable institute and it functions with a team of part-time faculty, informs Grover. The faculties are highly experienced and are associated with some of the top shipping companies. They come to NMIS for the passion and love of sharing their knowledge, says Grover. These faculties provide with a strong foundation of theoretical knowledge as well as practical aspects of logistics. ‘A good theoretical base helps in grasping the concepts and the practical aspects of any field.’
the learning, says Grover. The education sector has been revolutionized by virtual learning and NMIS is also planning to venture into this revolution in the near future. NMIS has discussed with a noted online course designing company about designing online courses.
Strength of students NMIS doesn’t have a spacious infrastructure but it manages many students. There are regular and distant learners at NMIS. Around 55 students are regular. Distant learners are supported by NMIS to refine their learning at the institute. NMIS has a very strong governing council.
Expansion plans of NMIS NMIS is focusing on its study centres. The institute has come up with study centres in Kandla, Ahmedabad and Mumbai. According to Grover, these centers have brought in a lot of benefit to learning. The institute is also planning for virtual classroom in not too distant future. This type of learning can reach maximum numbers of students. It also gives a chance to consult experts on different sub disciplines. NMIS plans to get such learning in 2-3 years.
Placement policies of NMIS Online courses on logistics NMIS is in planning stage to have online courses on logistics suggested by Satish Agnihotri, director general of shipping, DG Shipping last year during the convocation ceremony of NMIS. Online and satellite learning globalizes
NMIS updates the industry and companies with details of its successful graduates and several of the performers are absorbed by well known organizations. NMIS plans to have a campus of its own with generous support from the industry. The biggest strength of NMIS is its reputation and dedicated faculty members from the industry. NMIS has examination centres in Dubai, Chennai, Delhi and Mumbai. NMIS wishes to bring separate tailor made courses for the industry.
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Challenging Field of Dynamic Positioning The offshore industry offers a variety of challenging career options. DP vessel operations is one of the adventurous and interesting offshore jobs available for master mariners, engineers and technicians. The techniques of controlling a vesselâ€™s position and moving it requires high skill and technical knowledge. DP plays a vital role in the exploration and production of oil, gas, marine construction, diving, hydrographic surveying, wreck investigation, underwater recovery, site survey, inspection and maintenance. A Team SNM Events report.
DP vessels offer contracts for a period of 4-6 weeks. Many seafarers would be interested in acquiring additional qualifications to operate DP vessels and switch to offshore jobs. crew on DP vessels could be non seafarers. DP operation requires a lot of accuracy. It is a high risk job that demands high precision and concentration, but the wages are higher than merchant vessels. The job is rotational as it is stringent. The Nautical Institute, London provides certificate for DP. International Maritime Organization (IMO) is the advisory body of the offshore sector of shipping. The sector also has IMCA (international marine contractors association), as the advisory body for offshore. This body is concerned with all the people who work for the offshore sector. The industry follows best management practices for safety of the industry.
any seafarers would be interested in acquiring additional qualifications to operate DP vessels, and switch to offshore jobs, according to Capt SN Thakur, director of Sir Derek Bibby Maritime Centre. The main attraction to offshore jobs seems to be owing to shorter contracts of 4-6 weeks as opposed to six months and above for traditional merchant vessels. Shorter contracts are convenient for seafarers to manage their family and personal commitments. DP has a critical part to play for production and exploration of oil and gas, marine construction, diving, hydrographic surveying, wreck investigation, underwater recovery, site survey, inspection and maintenance amongst others. DP is
supposed to automatically handle the vesselâ€™s surge, sway and yaw as wind, wave and current attempt to interfere with its intended position or track. DP is handled with a combination of computing hardware and software, signals from transponders and gyrocompasses and thruster controls are pulled together at a central control console where a DP operator inputs the parameters. Capt Thakur informs that training for DP operations will be allowed only to experienced seafarers with effect from 1st Jan 2012. While this move would cause a temporary crunch with regard to availability of trained DP Operators, it would come as a distinct advantage to seafarers trying to shift to an offshore career. The new legislation states that only the supporting
Dynamic positioning (DP) vessel Dynamic positioning vessels are still vessels without a steady position. They are used for dredging. The concept of DP vessels initially started with the concept of serving for drilling. The need for a DP vessel came from drilling industry. The need was to have a platform for drilling while staying afloat. The concept of DP started with drilling and later into marine. Dynamic positioning vessels are meant for seafarers. DP vessels take reference for DPS and the longitude and latitude is decided by the computer.
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HR TRENDS TRAINING HIGHLIGHTS
Online Courses Breaking the Barriers of Time and Space By Vijaya Kandpal The manpower crunch has raised the requirement of highly qualified people on board in the shipping industry with a variety of skills. Online training comes as a boon to provide learning; breaking the barriers of time and space.
eed in the coming times for training has risen from mere classroom and campus interactions. Everything has turned global. The high need of the exim trade to match the steps with the world’s other trades has given rise to the idea and practice of online courses for maritime personnel. The maritime training industry’s leaders also affirm to the benefits of maritime online training courses. S i n g a p o r e Maritime Academy (SMA) has developed a comprehensive, webbased material for online study for certificate of competency-3 for deck watchkeepers and certificate of competency-5 for engine watch keeper, he adds. Students who have successfully completed these courses have reduced their on campus time. The programme is considered by many to be the most comprehensive course for online learning for seafarers. According to Capt. Rod Short, executive secretary of GlobalMET web-based learning delivery has great potential to assist maritime education. “A lot of good work is now producing some very good material which focuses on many aspects of maritime activity for maritime employees at sea and ashore.” Short adds, “There is a strong need for the industry to ensure technology
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and systems are in place to benefit more by having access to online training. The industry finds IT advantageous for maritime education and specifically for distant education.” Short informs that online courses are beneficial for seafarers as the job involves global travel and there is need to study off-campus. “Interactive learning enables seafarers at a distance to quickly receive and respond and to interact with mentors.” Capt. Srirang Manjeshwar, head of Wallem Maritime Training Institute terms online courses comfortable for short term modules. Manjeshwar adds modules must be designed as per the needs of the learner. “Courses on safety and environment efficiency, risk assessment, officer of the watch (OOW) are good for online mode of learning,” he adds. “For ratings online courses can be on loss of time, injury and accident based safety,” says Manjeshwar. He expects such courses to be interactive and monitored well.
Benefits of Online Courses Online courses also offer a chance to be very flexible in dealing with learning materials. They also offer opportunities to individuals to proceed at their own pace and in their own time. Material provided in the online courses can be readily updated with live links to many sources of information. Online learning material can be purchased from a distance and delivered to wherever needed, provided that communication technology is available. Tele data Marine Solutions has assisted SMA with many online courses. It has also designed small online courses on marine logistics. Swapan Das Sarma, director of Teledata Marine Solutions says the company has courses running in collaboration with other established maritime institutions of SMA and Malaysian Maritime Academy (ALAM), South Tyneside College of UK, Maine Maritime Academy of US, Breakbulk Institute (United States) and the Institute of Marine Engineers (India). Most of the online courses span from undergraduate to graduate studies and
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www.snmevents com preparatory courses for seafaring officer certification. Teledata also has courses for the shipping company personnel, in particular for those who are working as managers and superintendents in the shore based offices. Prominent companies like Maersk USA, Thome Singapore, and MMS, Tokyo use their online courses. Some of the online courses provided by Teledata Marine Solutions are fully online and some are blended with in-campus training which also validates student learning. The company has practice tests and quizzes in preparing students for final examinations that can be conducted online. The courses are fully proctored. All the courses have experienced e-coach support to attend to student queries. Students can also learn from each other through online forums. Teledata has developed online courses for marine engineering, navigation, cargowork, LNG, breakbulk operations and maritime management. Teledata Marine Solutions has its own learning management system (LMS) and content authoring and management system (CAMS) aided by a supporting digital library. It also provides secured hosting facility for clients using data centers and server trains in USA, equipped with sophisticated technology and firewalls that provide security, redundancy and data integrity and also a 24/7 technical support to every student. The company closely works with the American Digital University (ADU) located in Virginia, USA in maintaining the company’s e-learning quality standards and also in offering ADU certification, diploma, associate and master degree based on students studying their courses. Sarma says, “by doing this, we bring the US quality of higher education to the mariners.” Online courses are beneficial for the students as it reduces travel and stay time in campuses. It also prepares students well before taking the final exams and increases the pass percentage of the students. Capt Dinesh Gautama, director of Narottam Morarji Institute of Shipping (NMIS) advocates the concept of online
Online courses are beneficial for the students as it reduces travel and stay time in campuses. It also prepares students well before taking the final exams and increases the pass percentage of the students. courses in India as the infrastructure for regular courses in India is not very good. He added online courses will give benefit of quicker and comfortable learning. They are also helpful in reducing cost for maritime education and improving quality of learning. It provides the flexibility of having a secondary platform for student learning in the institutions.
Online Courses for Piracy Many online courses also have been designed for handling piracy. As it has become the theme of the year for maritime agenda, many courses has been introduced to tackle it or its consequences. Core Competency Training and Services, a Delhi based company promoted by SK Bugnait, is running an online course on counter piracy measures. The course is available for companies and seafarers. It is based on best management practices version 3 and in lines with Directorate General of Shipping (DG Shipping). It can be purchased with an individual license for three months. For doing this course companies may purchase licenses
in bulk for entire floating staff. Bugnait says the course will be beneficial for the maritime industry. The courses are available in Hindi and English at a very reasonable cost. Bugnait says his company aims to start online courses on accident investigation, rules of the road, communication skills, positive attitude development, and accident case study – learning from mistakes, BA chart correction, project management and organizational skills. The online courses are quicker and a convenient mode of learning. Capt MC Yadav, director of FOSMA, terms online courses beneficial in the absence of contact programmes. He however cautions that the courses must be developed meticulously to achieve the equivalent outcome. The industry is counting on training for improving standards of not only officers but ratings too. Online courses are a solution to handle manpower crunch, according to the industry.
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HR TRENDS TRAINING HIGHLIGHTS www.snmevents com
Wallem Officers Participate in Insightful Seminar Vijaya Kandpal
allem Shipmanagement India organized an officer’s meet from 9-10 November 2011. The seminar comprised participants at various levels from Wallem offices in Germany, Hongkong and other parts of the world besides India. Capt. Navin Passey, MD of Wallem Shipmanagement India remarked that these seminars further added to the skills and abilities of their officers. Simon Doughty, group managing director of Wallem Group Limited, commented, “The seminar offers exchange of information. During the seminar we update the seafarers about the company’s progress. We are happy to say that our practices are always above industry standards.” Stating that Wallem practiced above industry standards, he stressed that these seminars enlightened participants about developments in the shipping industry. He also added that his company was reputed for good communication amongst its various offices irrespective of distances. “Shipping is a very good career option in India apart from IT and banking,” said Doughty. “The industry also gives you a chance to move to a shore based job.” He said that these seminars also threw light on job opportunities and other
Mr. Simon Doughty, Mr Hiralal Sarkar and Capt Navin Passey
avenues for seafarers. Capt. Srirang Manjeshwar, head of training of Wallem Maritime Training India informed that the company was trying to revise its on board accident reporting system called SIRIS in order to fully adapt to the requirements of ISM. He strongly advocated having user friendly hardware and software systems on board. Amongst the various topics discussed, ‘safety on board ships’ was debated with
Seminar in progress
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a fair degree of enthusiasm. Several participants felt near misses were ‘accidents waiting to happen’. There was a uniformity in view that it was important to analyse near misses in detail and learn from the incidents so similar occurrences did not recur. It was also agreed that reporting must be meticulous and unambiguous. Discussions further veered to the causes for near misses. Many were of the view that health issues and maintenance errors contributed greatly to untoward incidents. An analysis of data related to near misses, risk behaviors, and injuries presented important insights to the participants of the seminar. Another study revealed that 62 percent seafarers on an average sign off from vessels in the course of a voyage. 43 percent of these were found to be Indians and the reasons for signing off was mostly stated to be for health related reasons. The static revealed the vulnerability of Indian seafarers on health grounds and the urgent need to address them in an appropriate manner.
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NEWS www.snmevents com
Anupam Industries for port cranes
Samsung opts for STADT S M
itsubishi Heavy Industries Ltd (MHI) has gone for a joint venture with Anupam Industries to manufacture port cranes and material handling equipment (MHE) for the domestic and global market. The share of MHI will be 49% and Anupam Industries Ltd will have a share of 51%. There will be an investment of Rs 188 crore in the joint venture. The JV aims to cater to Indian and international markets. The company will have manufacturing units in Anand and Mundra in Gujarat, with the head office in Anand. It will start in the first quarter of 2012 with 2000 people working for it. The new company will handle manufacturing, domestic marketing and
after-sales service for port-use loading and unloading equipment, including container cranes and unloaders. MHI would look after global marketing and associated services through its vast global network. The company Anupam-MHI has arranged for 120,000 square metres of land at Mundra Port and Special Economic Zone (MPSEZ). For manufacturing and fabrication of cranes, a facility is under construction over 300,000 square metres of land at Tarapur near Anand. The company has already received orders from JNPT worth Rs 200 crore and Krishnapatnam port of worth Rs 135 crore.
amsung Heavy Industries, the worldâ€™s largest ship building yard has ordered electrical propulsion systems from STADT AS in Norway. Samsung has an increased focus on developing more sustainable propulsion technology for their ships. STADT enables the separation of power production from the propeller system. The LNG fed generators will operate with a rather steady load, quite independent of how much power used on the propeller. The propellers are driven by the robust STADT electric No-Loss drive system. No loss drive system has been made by STADT over a period of 10 years. The company has 25 years of experience within marine electro-technologic development. The company provides propeller systems from 100 KW up to 100 MW in many voltage classes from 220 V up to 15 kV. STADT system is not affected by electromagnetic interference, acoustic noise and vibrations. Explosions and failures have taken place in drives which have big DC capacitor systems inside the drives. In STADT STASCHO drives, DC capacitors are used temporarily.
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HR TRENDS Training Highlights
VMI holds function for 2nd Batch of GME cadets Capt. Augustin Parackal brings forth the different hues of workplace discrimination and the effect it has on personnel employed in an organization.
By SNM Events Bureau
he passing out parade ceremony of 2nd graduate marine engineers (GME) batch of 38 cadets was conducted at VMI premises, at Pune. B.N. Prasad, managing director of M/s. Bernhard Schulte Shipmanagement (India) Pvt. Ltd. (BSM) and other guests welcomed with bouquets by Bharat Agarwal, managing director of Bansilal Ramnath Agarwal Charitable Trust (BRACT). BN Prasad inspected the guard of honor on the occasion. He took a
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round with the officers and inspected the parade. Prof BB Chandakkar, director VMI welcomed the dignitaries and presented the annual report and informed about the activities carried out during the training of the cadets. He informed about the future plans of the institute. VMI is ISO 9001:2008 certified and benchmarked by CRISIL for quality education and rated very good. He informed the august gathering about the commencement of diploma in nautical science (DNS) course from Aug
2011 and the next batch of 40 DNS cadets from Feb 2012. He thanked BSM and their administration for supporting the new initiatives. The gold medals are instituted to honor the high performers in the field of academics as well as overall proficiency by VMI and BSM respectively. The gold medal for best BSM cadet in overall proficiency went to Cadet Kinny Benven Pascoal, sponsored by BSM and was awarded by B.N. Prasad. The gold medal
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About Vishwakarma Maritime Institute The Vishwakarma Maritime Institute (VMI) promoted by Bansilal Ramnath Agarwal Charitable Trust (BRACT) was established in 2009. VMI provides certificate and graduate courses in Marine Disciplines.
for best engineering cadet in academics was awarded to Cadet Amandeep Singh by Bharat Agarwal, MD, Bansilal Ramnath Agarwal Charitable Trust (BRACT). Agarwal said the association of VMI and BSM is a unique example in the industry and it had no parallels even in the leading industries like IT industry which had enjoyed a boom for a very long time. Congratulating the cadets, Ravi Budhraja, director Training of Bernhard Schulte Shipmanagement (India) (BSM) said Indian officers were considered the best skilled in the world. He wished the successful cadets the very best in their career. SB Mantri, vice chairman VMI said cadets are ambassadors of the country. He stressed that hard work, enthusiasm, good behavior and commitment would lead to a good career in marine industry. He announced the newly set up staff and faculty awards, which were given to four best employees in different categories for their contributions to the institute. The chief guest in his address to the audience started off with congratulating
the cadets for their passing out from VMI and stressed that it was a humble and noble profession to take up a seafaring occupation. B.N. Prasad noted that 90% of Indian trade was being carried out by sea and the career was full of adventure and provided plenty of avenues to learn on the job. He said that there is a dearth of good officers and the association of BSM and VMI is certain to produce wonderful results. He further asserted ethics and moral character was an essential cornerstone of a strong career and life. BSM manages 700 ships around the globe. MD of BSM said the seafaring career was by no means easy, and it demanded high dedication and diligence. He compared this career to brass which needs to be polished from time to time to retain its lustre. Prasad said that the career threw up constant challenges which enabled the seafarers to bring out the best in them. The function ended with a vote of thanks by the Yogesh Joshi, course in charge. The memorable evening ended with a high tea.
BRACT was set up in 1975 to provide social, cultural, and educational services in Pune. The trust runs 10 academic institutions having more than 10000 students. Apart from the prestigious VIT - Vishwakarma Institute of Technology at Pune. BRACT’s institutes cater to engineering, information technology, management, business studies, design, and graduate courses. Besides these, the trust also runs well established schools in English and Marathi mediums. VMI’s tie up with Bernhard Schulte Shipmanagement (India) (BSM) goes beyond normal tie-ups and provides committed support and advice on the academic aspect of their courses. BSM is involved in the selection of trainees, participates in regular training sessions, conducts periodic reviews, and absorbs all the cadets on successful completion of the course. VMI undertakes graduate marine engineering – GME (1 year) - 2 batches per year i.e. March and October and diploma in nautical science – DNS (1 year) - 2 batches per year i.e. February and August. OCTOBER - NOVEMBER 2011
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12/13/2011 2:58:36 AM
Lack of Responsibility and Will of Nations to
Prosecute Aggravating Piracy Menace By SNM Events Team
. Mohandas, secretary shipping, government of India supported promoting coastal shipping at the seventh Indian Shipping Summit from 10-12 Oct 2011. Mohandas during the summit showed confidence at the performance of shipping companies. He added shipping has many opportunities for revival and upsurge and it must look into them. Mohandas said capacity in Indian ports is inadequate. “There must be planning towards developing new ports,” said Mohandas, “which will happen by 2020 as per maritime agenda.” The secretary of Shipping, GOI strongly advocated concentrating on developing port capacity and deepening
of drafts for bigger vessels to berth. S Hajara, Chairman of Shipping Corporation of India (SCI) said that India was third in PPP and would continue to grow as the second largest economy. Hajara said old fleet of ships must be replaced for better productivity. He observed that India was aiming at a capacity of 3 billion of port capacity by 2020. Taking about the greener areas of the industry, Hajara said growth in third party logistics was helping the trade to grow fast. He added the tanker segment would continue to grow in the Indian shipping industry in the coming times. Hajara also expressed his hope for more development in shipbuilding and ship repair for the offshore segment.
He said that India was looking forward to fleet expansions, development of ports and connectivity to increase global participation. Senior leaders from the industry spoke about challenges, current position of Indian shipping industry and their prospects. Yudhishthir Khatau, managing director of Varun Shipping informed that by 2012 there would be massive throughput of cargo and urged shipbuilders to gear up with good vessels to handle it. Spyros M. Polemis, chairman of International Chamber of Shipping was awarded ‘International Maritime Leader’ of the year during the Indian Shipping Summit 2011. Polemis condemned
Nisha Pillai, Shubhangshu Dutt, Narendra Taneja, Dr. SB Agnihotri, Christopher Haynes
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www.snmevents com piracy which was the theme of the year of International Maritime Organisation (IMO). He said that best management practices were effective in curbing piracy whereas private armed guards were not. He advised a close association with NATO and EUNAVFOR to tackle piracy and in times of need UN armed guards to be called for. He advocated that all vulnerable vessels must receive military guards. There is a strong need for the navies of the shipping nations to act robustly in order to handle the issue of piracy, said Polemis. He also advocated immobilizing the mother vessels and persecuting the pirates. The summit also honoured S.B. Agnihotri, director general of shipping, with Indian Maritime Leader of the year award for his immense contribution to the Indian shipping industry. The summit had a burning debate on piracy hosted by BBC journalist, Nisha Pillai. The panelists comprised MM Saggi, nautical advisor, government of India, Jonathan Andrews, director, Steamship Management Services Ltd, Rajeev Gupta, joint secretary (Shipping), ministry of shipping, government of India, Peter Hinchliffe, secretary general, International Chamber of Shipping, Savraj Mehta, director, NIML (north P&I club), Chris Mills, partner, Clyde & Co LLP, Torben Skaanild, secretary general, The Baltic and International Maritime Council (BIMCO), Clive Stoddart, executive director, Global Head of Kidnap & Ransom and Maritime Security, AON. According to Chris Mills, it was not the absence of law but lack of responsibility and will of the nations to persecute them that were aggravating the menace. He was of strong opinion nations and associations must be determined and must persecute pirates irrespective of the origin of the vessel. He cited the example of a Japanese vessel with Indians on board persecuted by International Maritime Bureau. Peter Hinchliff stated that there was enormous lack of strategic planning to combat the issues of piracy. Governments have failed to bring International laws nationally. The debate also invited Capt Mahadev Makne, who was held captive
Spyros M. Polemis and Mohammed Al Muallem
for 8 months at the coast of Somalia on chemical tanker MV Marida Marguerite. Makne said armed guards are important on vulnerable vessels. Savraj Mehta while supporting the deployment of armed guards said that it was essential to vet armed guards. With regard to the number, Stoddart said two to three armed guards were enough with the knowledge of correct usage of ammunition. Hinchliff said that it was disappointing that we have not moved to the option of military armed guards yet. He said option of military armed guards was suggested to Ban-Ki-Moon, secretary general of UN but a response was yet to come. Skaanlid informed that there has been a suggestion by the shipping fraternity to have petrol boats with armed guards as convoys for vessels. Hinchliff said many flag states are backing off and not doing anything about the issues of piracy. Capt Rahul Bhargava, vice president, shipping, JSW Steel Ltd said sailors must have a say while making laws to persecute pirates or in the framing of other piracy related laws. Capt Makne suggested incorporating innovative ship designs to mitigate piracy attacks. During a discussion on the impact of Indian trade on world shipping, Khamis Juma Buamim, chairman of Drydocks World and Maritime World said Indian shipping will be the most important trade markets for Arabian Gulf countries. He said that UAE has emerged as the largest trade partner with $48 billion in 2008-2009 with a two way trade. Mark Williams, research manager of Braemar Seascope observed that the
Dr. SB Agnihotri and Shubhangshu Dutt
Middle East was still the key supplier of oil. Crude oil tanker tone miles are growing as the refinery capacity is moving towards east. In order to secure supplies of products and energy, Indian steel mills and power generators are buying mines and vessels to take control of the raw material and its processing and logistics, Williams added. Speaking about the opportunities in Indian offshore and gas market, Rolf Kristiansen, oil service, Pareto Securities said deepwater rigs are utilized completely and there was a demand for high end support equipment. He added growth in floating rig was coming higher than support vessels and oil rigs with dynamic positioning also want support vessels. The delivery rate and scrapings of offshore had rised in the recent times, said Kristiansen. But he also added there has been slippage in delivery of anchor handling tug supply (AHTS) vessel and platform supply vessel (PSV). Speaking about port and infrastructure development to meet growth demand, Dr Jonathan Beard, executive director of GHK economics and management consultants said major shipping ports are demanding reliable berth windows and turnaround time. There must be capital expenditure for mega vessel with 16-17m water depth, long straight quays (1,200-2000m) with inland connectivity. Beard said there must be flexibility while designing the port so that berthing should not be restricted to a particular type of vessel for port development. The Indian Shipping Summit 2011 was organized by Seatrade with Trade Winds.
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12/13/2011 2:59:36 AM
Shipping and Marine make a good show at INMEX India 2011 By SNM Events Team
NMEX India held its 7th edition in India from 29th September to 1st October 2011 at Mumbai. Speaking during the inaugural function K. Mohandas, secretary, ministry of shipping remarked that environment related laws had become stringent and India was seriously abiding by them. He also gave an update on the various capacity projects coming up in the country. S. Hajara, chairman, Shipping Corporation of India (SCI) expressed India’s dire need to increase its tonnage and its direct financial benefit for the country. He referred to a NCAR report which stated that 5 percent increase in national tonnage would increase India’s earning by 17 percent. Hajara said that he hoped India would achieve this milestone soon. He also spoke in favour of investing in coastal shipping and the different advantages attached to it. Freddy Svane, ambassador, embassy of Denmark, appreciated India for bringing good technological knowledge and said that Demark looked forward to more contributions from Indians in the shipping industry. In an optimistic vein he stated, “The ports of India are coming up to international standards,” he stated optimistically, “and India must improve its potential in the field of logistics and managerial skills.” N. Radhakrishnan, Chairman, Jawaharlal Nehru Port Trust (JNPT) praised the importance of the shipping industry and its potential to decongest roads. He urged the government and the administration to extend concessions for the import of latest equipment that helped speed up operations at the ports. He said that quality equipments are vital to modernize the ports. He expressed his disappointment at the decreased usage of rail corridor from 40 percent to 21 percent.
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CEO of Vedam Design and Technical consulting, Akshay Jain spoke on the benefits of 3 D modeling in the ship building business. Jain also spoke about accuracy control using 3 D scanning. Jain said block building process will improve ship building and help in meeting the deadlines. He also said that was a need to improve accountability and vendor development to ensure post technological investment. According to Anand V. Sharma, director of Mantrana Maritime Advisory, there was immense scope for equipment suppliers in India’s shipbuilding and repair industry. He said there has been 50-60 increase in the demand of barges and for that good equipments are needed. He advised equipment companies to understand the market for better sales support. Sharma also mentioned that there was good demand for different kinds
of equipment from Indian Coast Guard. However, while dealing with Indian Navy it was imperative to work out the prices and specifications more prudently, he cautioned. Ramesh Singhal, CEO, I-Maritime Consulting informed that the port traffic at minor ports is expected to grow to 1,270 million tons by 2019-2020. Singhal advocated brining in foreign investment for port development and estimated that the target investment in lieu of the projected traffic would be to the tune of US $ 3.07. Speaking about technologies in the niche market, Cees Bansema, deputy chief of Netherlands embassy said his country was predominant in the maritime field. He added that Indian government must support the Indian market to develop further. Bansema informed that they were planning to open a branch in Kolkota with the approval of the Indian
OCTOBER - NOVEMBER 2011
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www.snmevents com government. 1 DailyÂ“ Permanent innovative solutions ions have to found in shipbuilding, ing, according to Alfred Tuinman, CEO of CS India Steel. He said that the persistent growth in world trade de has led to more and more stringent gent ity needs for efficiency, flexibility and reduced cycle duration in ed transport chains. He stressed that shipyards should move to nd the role of a large integrator and on partner with innovative solution hat providers. â€œInnovation is what adds real value.â€? Capt. Ajay Achutan, directorr g of MASSA and managing director of Synergistic Solutionss d stressed upon integration and adoption of the right strategies to transfer information and learning from to the employees. He said that it was the responsibility of unplanned concepts, faulty estimations, the regulators and the superiors to bring large number of persons working on about the right kind of competencies in a project and long hours dedicated manpower. to a task can affect the efficiency of As times have changed and given paperwork, he explained. rise to a lot of paper work in the industry, Mehta said we often misunderstand managing paper work has become vital and think that more men will contribute to the industry. Vimal Mehta, owner to meet a certain demand but it rather of Maritec Digital Data spoke about complicates matters. We also try to intelligent document management reschedule and interchange our time in shipbuilding. He said there was a schedules to meet a certain demand. misplaced optimism at the start of a Small slippages often lead to long project. â€œOne must plan and analyze,â€? delays, said Mehta. Mehta stressed that emphasized Mehta. Neglect and project management technology was
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good for board room presentations but for a â€˜good planningâ€™ what one needs is â€˜good planningâ€™. Mehta stated that the industry needed more of planning. MN Kumar, deputy chairman of Jawaharlal Nehru Port Trust (JNPT) shared his views on creating world class port infrastructure. Kumar stressed that India had no other option but to create a world class port to meet the demand of the shipping industry. Kumar mentioned that improved technology and better management would be essential to handle the challenges of the coming times. KK Sinha, CEO and executive director of Essar Ports said globalization was spurring the rise of world trade. He pointed out that Indiaâ€™s contribution to the manufacturing sector was just 16 percent compared to Chinaâ€™s 36 percent. He added that the capability of a portâ€™s turnaround time and berthing of cargo can reduce the cost of logistics. Sinha said that Tariff regulation was imperative as the port business had become very competitive. INMEX India 2011 hosted 542 companies including country pavilions from Holland, Singapore, China, Korea, Norway, Germany and Denmark. The event was organized by Informa India.
OCTOBER - NOVEMBER 2011
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EVENTS www.snmevents com
Practices for Combating Piracy By SNM Events Team
ice Admiral Pradeep Chauhan, Chief of Staff, Western Naval Command affirmed during the World Maritime Celebrations that Indian Navy was keenly safeguarding the maritime interests of the nation and it was combating the menace of piracy with all earnestness. He stressed that constructive actions in coordination with the navies of other countries was imperative for an effecting handling of piracy. According to K. Mohandas, Secretary of Shipping, Government of India, the ministry observes discretion in the interest of vulnerable parties involved in the episodes. He said that the government was keen on framing proactive policies so that the right messages are passed on to world communities. He further said that more proactive efforts were forthcoming from the international community in tackling piracy related issues. Dr. S. B. Agnihotri, Director General of Shipping expressed his disappointment over the prolonged captivity of MV Asphalt Venture and MV Icerberg at the Somalian coasts. He said that it would have much helpful in handling piracy if UN would be willing to take charge of
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the high seas. S. Hajara, CMD, Shipping Corporation of India informed that International Maritime Organisation (IMO) was working on the issues of piracy and that it was also the theme of the year. He also observed that there appeared to be a lack of political will in the world to weed out the menace of piracy. Efthimios E. Mitropoulos, secretary general of International Maritime Organisation (IMO) in his message on World Maritime Day condemned piracy. Vice Admiral Chauhan said that piracy was affecting trade tremendously and there was a dire need to protect the economic, material and societal well being of India. He stressed that the fight against piracy will get a real fillip by demarcating specific and clear water boundaries. Piracy captivity leaves scars on captives even after their release. Dr Corrine Idnani, managing director of Idnani’s Health and Welfare Centre provided alarming statistics of post traumatic effects. Idnani said that seafarers who had experienced an onslaught from pirates often suffered problems such as hypertension and
depression. She stressed it was important to provide rehabilitation and mental counseling support to victims of piracy. Dr. Idnani’s presentation revealed captivity can give rise to post traumatic stress disorders (PSTD), among captives even after release which is 20-30 percent in women and 8-13 percent in men. This disorder may rise with the symptoms of flashbacks, nightmares, emotional numbing, hyper arousal symptoms or avoidance of people or situations associated with the event. She strongly advocated post piracy counseling programmes like ‘humanitarian response programme.’ Captain of hijacked vessel, MV Marida Marguerite, Mahadev Makne spoke fervently in favour of deploying armed guards on board vessels. Senior officials like Dr. Agnihotri differed with him stating that this approach could not provide a long term solution, but could only be considered as a temporary measure. Chauhan strongly supported following best management practices (BMP) to mitigate and eradicate piracy.
OCTOBER - NOVEMBER 2011
12/13/2011 3:01:13 AM
EVENTS FOR YOUR DIARY www.snmevents com
DATES TO KEEP Event
6th Thai Ports & Shipping 2011
5th intermodal Asia 2012
13-14 December 2011
9-10 February 2012
Imperial Queenâ€™s Park Hotel, Bangkok, Thailand
Intercontinental Melbourne, The Rialto, Australia
Organized by Transport Events Management Limited
Organized by Port of Melbourne Corporation
+60 87 426 022
+60 87 426 022
Gas Ship Technology Summit
Shipping, Marine and Port World Expo
8-9 December 2011
8-11 February 2012
Royal Garden Hotel, London
Bombay Exhibition centre, Mumbai, India
Organized by Informa Maritime Events
Organized by Chemtech Foundation, Mumbai, India
Marine Coatings Seminar
6th Indian Ocean Ports and
5-6 December 2011
The Hatton, London
Logistics 2012 exhibition and conference Date
29-30 March 2012
Organized by Lloyd Maritime Academy
Le Meridian Hotel, Mauritius
Organized by Mauritius Ports Authority
Middle east liner shipping conference
30-31 January 2012
Shipping recycling forum
Organized by Informa maritime events
Organized by Trade winds
+44 (0) 20 7017 5510
+65 9105 7323
RO RO shipping conference
7-8 February 2012
Shipping China 2012
Radisson Blu Royal Hotel, Copenhagen
22-23 May 2012
Organized by Informa maritime events
Organized by Trade winds
44 (0) 20 7017 5510
+86 186 2136 0996
For listing in this section please email: firstname.lastname@example.org OCTOBER - NOVEMBER 2011
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12/13/2011 2:22:24 AM
PRODUCT SHOWCASE Jet Ski Cover with UV-reflective Surface in Universal Fit Pattern Model Number: 67111 Key Specifications/ Special Features: Lightweight fabric and waterresistant UV reflective surface Quick release buckles for easy tie-down Double stitched, overlapped seams Universal fit pattern, also available according to customer’s specifications With storage bag CONTACT Easepal Enterprises Ltd 7/F, Central Garden Building, 8 East Jiangtou Road, Xiamen, Fujian, China 361009 Tel: (86 592) 5580169
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OCTOBER - NOVEMBER 2011
12/13/2011 2:22:47 AM
OVERSIGHT www.snmevents com
For Shipping and Marine Events and Milestones
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Indian Navy increases
surveillance in Indian Ocean
ore surveillance has been brought in by Indian Navy in Indian Ocean. Indian navy is creating infrastructure in Andaman and Nicobar, Lakshadweep and Minicoy Islands. In the Islands and mainland Indian Navy will build naval air enclaves, operational turnaround bases and forwarding bases. These bases will increase the Navy’s operational capability. Indian Navy warships, aircrafts and helicopters are operating from Middle
East to Malacca Strait. Indian Navy has ordered for 49 warships and submarines in its maritime perspective plan until the year 2027. It aims to have 500 aircrafts and more than 150 warships. Prior to this Indian Navy has taken eight warships with 5 offshore patrol vessels (OPV), 2 cadet training ships, 8 landing craft utility and 52 fast interceptor craft (FIC). Indian Navy is planning to get last Shivalik class stealth frigate, one OPV, 1 Kolkata class destroyer and 3 Catamaran survey vessel and 25 FICs in the near future.
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