On December 23, 2008 in the massive Rally held at Azad Maidan more than 2500 (Two Thousand Five Hundred) proud Indians including of seafarers assembled to protest against the unfair judgement against Capt. Jasprit Chawla and Chief Officer Syam Chetan of the ship “Hebei Spirit”. Despite being proven innocent in June, 2008 the two seafarers were sentenced on December 10, 2008 and are presently in Korean jail, under inhuman conditions, serving a sentence of 18 months and 8 months respectively. There is national and international outrage and protest against the unfair judgement. This is yet another example of criminalization of seafarers for discharging their professional duties.
The Indian shipping fraternity comprising of National Union of Seafarers of India (NUSI), The Maritime Union of India (MUI) alongwith the Transport & Dock Workers Union (TDWU), All Indian Railwaymen’s Federation (AIRF), Aviation Industry Employees Guild, Bombay Port Trust Employees Union and Shipowners Association i.e. Foreign Owners Representatives and Shipmanagers Association (FOSMA), Maritime Association of Shipowners, Shipmanagers and Agents (MASSA), the Indian National Shipowners Association (INSA), Company of Master Mariners of India (CMMI), Nautical Institutes and others had appealed to boycott Korean products especially Samsung. The International Transport Workers Federation (ITF) and the Hind Mazdoor Sabha (HMS) has also strongly demanded justice for Capt. Jasprit Chawla and Chief Officer Syam Chetan.
All those present in the rally and thousands of seafarers presently sailing joined in the appeal and have pledged not to use Korean products especially Samsung. While diplomatic efforts are on, this is the power of proud Indians expressing their solidarity for justice. This incident has already affected the now cordial relations between India and South Korea which will only worsen if justice is not done to Capt. Jasprit Chawla and Chief Officer Syam Chetan in South Korea.
Monday 29 December, 2008
V Ships primes up the Vetting Process
Committed to maintaining its foremost position in tanker trade, V Ships has been organising regular workshops and training to keep its fleet personnel well abreast of developments in shipping in general and requirements of V Ships in particular. The world’s largest provider of ship management services, V Ships has on its fleet nearly 1,000 vessels encompassing almost all types.
Their office in India recently focussed on one of the most significant initiatives to be introduced by Oil Companies International Marine Forum (OCIMF) the Vetting Inspection which is in line with the Ship Inspection Report Programme (SIRE).
Accordingly it conducted a one-day Vetting seminar for its captains and other officers at a posh hotel in North Mumbai, which saw at least 40 of its officers participating. It was an opportunity to get an up-date on what is expected according to the vetting process, keeping up the standards and about the SIRE inspection.
This Ship Inspection Report (SIR) has been developed as part of the CEFIC “Safety and Quality Assessment System for the Management of Ship Operations”. For assessment purposes, the SIR is read in conjunction with the Vessel Particulars Questionnaire (VPQ) so that an accurate assessment of the ship at the time the inspection is carried out. The SIR is essentially a quality assessment of the ship, its operations and personnel which also incorporate essential aspects of safety and environmental protection. The SIR does not attempt to pass or fail the ship for any particular purpose but rather to gives an assessment of conformance at the time of the inspection as measured against internationally accepted standards.
The SIRE programme has been launched to specifically address concerns about sub-standard shipping. The SIRE Programme is a unique tanker risk assessment tool of value to charterers, ship operators, terminal operators and government bodies concerned with ship safety.
Essentially, SIRE focuses on tanker industry awareness on the importance of meeting satisfactory tanker quality and ship safety standards. The programme has received industry-wide acceptance and participation by OCIMF Members, Programme recipients and ship operators.
Despite his heavy schedule and having returned from Delhi the same morning, Capt Rajesh Tandon, Managing Director, V.Ships India Pvt. Ltd, came straight from the airport to the venue of the seminar to join the participants and to make himself available and help build a closer bond.
Giving a brief about the programme Capt Vaibhav Dalvi, General Manager and Capt Pankaj Nayak, Manager Training informed that once we have oil major approval as with OCIMF the value of the ship goes up and the company and the ship owners have a better chance of chartering their vessel, since this shows the condition of the vessel. In this regard SIRE is the commercial aspect. “V Ships has a good reputation and even if there are old vessels they are inspected and under SIRE we have a good reputation since we have a system in place to correct any defects.”
It was pointed out that creating a culture of self assessment is the best approach as it gears the ship’s crew to be well prepared at all times. This way one tends to fix everything that is in working order.
The one day ‘Mumbai Vetting Seminar’ was presided over by Mr. Alasdair Ireland, Group Training and Planning Manager, V.Ships, along with Capt Vishal Singh, Projects & Operations Officer. Both had flown in especially from Glasgow to address and interact with the officers.
Being ready to face any eventuality is what V.Ships aims to prepare its officers for and hence raises the competency of its officers. It is indeed the best way to get set even for Vetting inspections. This practice is what has made V Ships the foremost in shipping and tanker trade.
Capt Vishal and Capt Alasdair presented details about the Vetting process and the various issues involved with regard to tanker inspection. “Ships are complex pieces of machinery and are operated in a hostile environment,” described Capt Vishal. “Anything can go wrong when you least expect it.”
They highlighted the importance of being constantly prepared for the Vetting inspection. In this regard they amplified what is required to be done when an inspection is arranged; the need to maintain correct records; carry out necessary repairs, prepare documents; getting all personnel on board attuned to meeting the inspector, etc. It also projected the need to give the inspector a warm welcome and to have a good interaction.
After lunch, all the participants had an opportunity to interact with each other on the morning sessions. This afforded the officers to realise the finer details of the Vetting Inspection. The interaction was followed by one of the most significant presentations of the day, ‘Tanker Officer Training Standards’ (TOTS).
It was during the seminar that the sad news of the sentencing of two V Ships officers, Captain Jasprit Chawla and chief officer Syam Chetan by the South Korea appeal court was received with shock. A pall of gloom settled on the participants in the hall where the seminar was being conducted. The evening cultural programme which would have been full of gaiety and entertainment was called off as no one was in a mood for any celebrations. Instead it was just a quiet evening over cocktails and dinner.
Their office in India recently focussed on one of the most significant initiatives to be introduced by Oil Companies International Marine Forum (OCIMF) the Vetting Inspection which is in line with the Ship Inspection Report Programme (SIRE).
Accordingly it conducted a one-day Vetting seminar for its captains and other officers at a posh hotel in North Mumbai, which saw at least 40 of its officers participating. It was an opportunity to get an up-date on what is expected according to the vetting process, keeping up the standards and about the SIRE inspection.
This Ship Inspection Report (SIR) has been developed as part of the CEFIC “Safety and Quality Assessment System for the Management of Ship Operations”. For assessment purposes, the SIR is read in conjunction with the Vessel Particulars Questionnaire (VPQ) so that an accurate assessment of the ship at the time the inspection is carried out. The SIR is essentially a quality assessment of the ship, its operations and personnel which also incorporate essential aspects of safety and environmental protection. The SIR does not attempt to pass or fail the ship for any particular purpose but rather to gives an assessment of conformance at the time of the inspection as measured against internationally accepted standards.
The SIRE programme has been launched to specifically address concerns about sub-standard shipping. The SIRE Programme is a unique tanker risk assessment tool of value to charterers, ship operators, terminal operators and government bodies concerned with ship safety.
Essentially, SIRE focuses on tanker industry awareness on the importance of meeting satisfactory tanker quality and ship safety standards. The programme has received industry-wide acceptance and participation by OCIMF Members, Programme recipients and ship operators.
Despite his heavy schedule and having returned from Delhi the same morning, Capt Rajesh Tandon, Managing Director, V.Ships India Pvt. Ltd, came straight from the airport to the venue of the seminar to join the participants and to make himself available and help build a closer bond.
Giving a brief about the programme Capt Vaibhav Dalvi, General Manager and Capt Pankaj Nayak, Manager Training informed that once we have oil major approval as with OCIMF the value of the ship goes up and the company and the ship owners have a better chance of chartering their vessel, since this shows the condition of the vessel. In this regard SIRE is the commercial aspect. “V Ships has a good reputation and even if there are old vessels they are inspected and under SIRE we have a good reputation since we have a system in place to correct any defects.”
It was pointed out that creating a culture of self assessment is the best approach as it gears the ship’s crew to be well prepared at all times. This way one tends to fix everything that is in working order.
The one day ‘Mumbai Vetting Seminar’ was presided over by Mr. Alasdair Ireland, Group Training and Planning Manager, V.Ships, along with Capt Vishal Singh, Projects & Operations Officer. Both had flown in especially from Glasgow to address and interact with the officers.
Being ready to face any eventuality is what V.Ships aims to prepare its officers for and hence raises the competency of its officers. It is indeed the best way to get set even for Vetting inspections. This practice is what has made V Ships the foremost in shipping and tanker trade.
Capt Vishal and Capt Alasdair presented details about the Vetting process and the various issues involved with regard to tanker inspection. “Ships are complex pieces of machinery and are operated in a hostile environment,” described Capt Vishal. “Anything can go wrong when you least expect it.”
They highlighted the importance of being constantly prepared for the Vetting inspection. In this regard they amplified what is required to be done when an inspection is arranged; the need to maintain correct records; carry out necessary repairs, prepare documents; getting all personnel on board attuned to meeting the inspector, etc. It also projected the need to give the inspector a warm welcome and to have a good interaction.
After lunch, all the participants had an opportunity to interact with each other on the morning sessions. This afforded the officers to realise the finer details of the Vetting Inspection. The interaction was followed by one of the most significant presentations of the day, ‘Tanker Officer Training Standards’ (TOTS).
It was during the seminar that the sad news of the sentencing of two V Ships officers, Captain Jasprit Chawla and chief officer Syam Chetan by the South Korea appeal court was received with shock. A pall of gloom settled on the participants in the hall where the seminar was being conducted. The evening cultural programme which would have been full of gaiety and entertainment was called off as no one was in a mood for any celebrations. Instead it was just a quiet evening over cocktails and dinner.
Monday 22 December, 2008
Mr. Rizwan Soomar joins Maersk Line
: Maersk has announced that Mr. Rizwan Soomar has taken over as Managing Director - India & Sri Lanka for Maersk Line; the container shipping arm of the Denmark based A P Moller-Maersk Group.
Rizwan takes over from Hans-Ole Madsen, who after his six year long stint as Managing Director, Maersk India and also as Regional Top for South Asia, has taken up a senior position at APM Terminals (also a A P Moller-Maersk Group Company) as Head of Business Development for Africa, Middle East and the Indian subcontinent.
Rizwan joined the group in 1995 as a management trainee and has since held various senior positions in India and possesses international experience as well. He was the Senior General Manager, North West India before he moved on to Egypt in May 2007. Prior to taking over the present responsibility Rizwan was the Managing Director of Maersk Line Egypt.
On assuming the leadership of the largest container shipping company in India, Rizwan said “I am happy to be back in India where I started my career with Maersk about 13 years back. I am looking forward to take on this new and challenging role. With the effects of the global economic slowdown beginning to show in India, the road ahead is going to be testing and will not only throw a lot of challenges but also many opportunities. I am confident that with the help of our strong setup and skilled resources we will surely sail through these difficult times and in fact emerge stronger.”
Rizwan takes over from Hans-Ole Madsen, who after his six year long stint as Managing Director, Maersk India and also as Regional Top for South Asia, has taken up a senior position at APM Terminals (also a A P Moller-Maersk Group Company) as Head of Business Development for Africa, Middle East and the Indian subcontinent.
Rizwan joined the group in 1995 as a management trainee and has since held various senior positions in India and possesses international experience as well. He was the Senior General Manager, North West India before he moved on to Egypt in May 2007. Prior to taking over the present responsibility Rizwan was the Managing Director of Maersk Line Egypt.
On assuming the leadership of the largest container shipping company in India, Rizwan said “I am happy to be back in India where I started my career with Maersk about 13 years back. I am looking forward to take on this new and challenging role. With the effects of the global economic slowdown beginning to show in India, the road ahead is going to be testing and will not only throw a lot of challenges but also many opportunities. I am confident that with the help of our strong setup and skilled resources we will surely sail through these difficult times and in fact emerge stronger.”
Sahil Freight adroitly handles EMCO's ODC for Iraq
Offering cost-effective logistics solutions to EMCO Ltd for its sensitive project cargo, Sahil Freight Express successfully undertook the loading and transport of the company's over-dimensional transformers from the factory premises for delivery at the installation site in Iraq in the shortest possible time.
This was another of the successes notched up by Sahil Freight since it embarked on a rapid growth path towards becoming a multi-location, international general freight forwarding logistics company with 30 branches across India and 15 around the world in the next five years. Leveraging its expertise and skill, it has positioned itself as a provider of tailored logistics solutions to the engineering and original equipment manufacturing sector too.
"Sahil Freight Express is known for its capability, efficiency and cost effectiveness in handling such project cargo," said Mr Rajan Mallick, Head, International Sales of the International Division of EMCO Ltd. "This quality is the determining factor that induced us to entrust our consignments to them. They are very cooperative and efficient and we know that we can rely on their quality and innovative approach. Handling such massive sizes of 6.8 m x 4.3 m x 3.1 m L x W x H in dimension and weight of 105 tonnes each can prove to be a demanding task, but for Sahil Freight handling of such project cargo of any dimension is a routine operation."
EMCO Ltd, a company set up in 1965, supplies transformers, accessories and other electrical equipment meant for power generation and sub-station projects being executed in Iraq. EMCO is also the supplier to over 60 projects being undertaken worldwide in 35 countries. Building on trust and confidence, Sahil Freight has succeeded in strengthening its relationship with EMCO, as is the case with all of its clients.
Sahil Freight Express Pvt. Ltd, a privately-owned company with extensive experience in air and sea chartering, Customs clearance and warehousing, has already undertaken the transport and delivery of two 165 mbA transformers weighing over 105 tonnes each for EMCO. And the company is engaged in transporting more such transformers for EMCO.
"Our capabilities have been repeatedly demonstrated by us as we now regularly transport a number of break-bulk consignments to various parts of the world," says Mr Suhail Shaikh, Sahil Freight's Chairman and Managing Director. "The two transformers were moved by road from the client's factory in Thane to Mumbai Port and then on to Iraq for onward delivery to the construction site. Recently, we handled part of 50,000 tonnes of construction equipment for a new steel plant in China. The project required transport from India to Shanghai and then on forwarding to the job site at Jiangyin."
A member of international freight forwarding networks like Project Professionals Group, the Heavy Lift Group and World Wide Project Consortium, Sahil Freight Express offers tailor-made solutions garnered from its expertise and knowhow developed over the years for meeting the specific needs of the engineering industry.
To stay ahead of the competition, the company has invested heavily in introducing end-to-end solutions for the planning, execution and management of the entire transportation lifecycle.
It has a platform for Electronic Data Interchange (EDI) between clients, authorities and other suppliers, thus factoring in transparency, guaranteeing smooth communications and ensuring seamless transportation and processing. At every stage of the supply chain, a constant endeavour is made by Sahil Freight to find ways to control costs, negotiate transportation rates, improve services and accelerate returns on investment.
This was another of the successes notched up by Sahil Freight since it embarked on a rapid growth path towards becoming a multi-location, international general freight forwarding logistics company with 30 branches across India and 15 around the world in the next five years. Leveraging its expertise and skill, it has positioned itself as a provider of tailored logistics solutions to the engineering and original equipment manufacturing sector too.
"Sahil Freight Express is known for its capability, efficiency and cost effectiveness in handling such project cargo," said Mr Rajan Mallick, Head, International Sales of the International Division of EMCO Ltd. "This quality is the determining factor that induced us to entrust our consignments to them. They are very cooperative and efficient and we know that we can rely on their quality and innovative approach. Handling such massive sizes of 6.8 m x 4.3 m x 3.1 m L x W x H in dimension and weight of 105 tonnes each can prove to be a demanding task, but for Sahil Freight handling of such project cargo of any dimension is a routine operation."
EMCO Ltd, a company set up in 1965, supplies transformers, accessories and other electrical equipment meant for power generation and sub-station projects being executed in Iraq. EMCO is also the supplier to over 60 projects being undertaken worldwide in 35 countries. Building on trust and confidence, Sahil Freight has succeeded in strengthening its relationship with EMCO, as is the case with all of its clients.
Sahil Freight Express Pvt. Ltd, a privately-owned company with extensive experience in air and sea chartering, Customs clearance and warehousing, has already undertaken the transport and delivery of two 165 mbA transformers weighing over 105 tonnes each for EMCO. And the company is engaged in transporting more such transformers for EMCO.
"Our capabilities have been repeatedly demonstrated by us as we now regularly transport a number of break-bulk consignments to various parts of the world," says Mr Suhail Shaikh, Sahil Freight's Chairman and Managing Director. "The two transformers were moved by road from the client's factory in Thane to Mumbai Port and then on to Iraq for onward delivery to the construction site. Recently, we handled part of 50,000 tonnes of construction equipment for a new steel plant in China. The project required transport from India to Shanghai and then on forwarding to the job site at Jiangyin."
A member of international freight forwarding networks like Project Professionals Group, the Heavy Lift Group and World Wide Project Consortium, Sahil Freight Express offers tailor-made solutions garnered from its expertise and knowhow developed over the years for meeting the specific needs of the engineering industry.
To stay ahead of the competition, the company has invested heavily in introducing end-to-end solutions for the planning, execution and management of the entire transportation lifecycle.
It has a platform for Electronic Data Interchange (EDI) between clients, authorities and other suppliers, thus factoring in transparency, guaranteeing smooth communications and ensuring seamless transportation and processing. At every stage of the supply chain, a constant endeavour is made by Sahil Freight to find ways to control costs, negotiate transportation rates, improve services and accelerate returns on investment.
Shipping lines rationalise services
The turbulence from the meltdown is finally crushing the shipping industry, which appears to be increasingly headed for the docks because fewer companies are ordering goods for transport. The sinking fortunes of the shipping industry have seen a reduction of traffic on key trade routes; cancellation of new ship orders and plummeting cargo rates. Adding to their woes is ‘piracy’ which has sent ship owners scampering for quick fixes.
“Piracy is on the increase and insurance companies are getting set to raise premium,” stated S.S. Kulkarni, secretary general of Indian Shipowners Association of India (INSA). “If it gets jacked up immensely then ship owners will be forced to take the route around the Cape of Good Hope. Some ship owners have already taken the decision but none of the Indian ship owners have yet done so. International Association of Dry Cargo shipowners (Intercargo) and the International Association of Independent Tanker Owners (Intertanko) are two global trade bodies that have started asking their members to do so. This would mean an increase of at least two weeks additional voyage time.”
“You will see lines coping with different situations by rationalisation of their services,” says Marc Bourdon, General Manager in India of CMA CGM. “This is what is happening today. We are seeing rationalisation of services to ensure that costs go down. We re-adapt our services to suit the market conditions which is not an easy exercise whether it is done by reducing the services, re-routing etc whatever is required to rationalise. That is what all of the industry has to do today.
“Piracy is affecting all the shipping lines operating through the Suez. We too use the operated route like all shipping lines and it is affecting our quality. Diverting ships will have deep-rooted consequences but if the situation deteriorates any further, then we will have to use a different route. It is a complex world wide exercise. There is nothing special we have for India at the moment as such.”
Amongst the first to take evasive action has been the Seaarland group of companies and Motia Compagnia di Navigazione. Both have acted to ensure the safety of their crew, ships and cargoes until the escalating piracy situation off East Africa in the Gulf of Aden is brought under control.
Antonio Zacchello, managing director of the Seaarland group of companies and Motia, says, "We at Seaarland and Motia feel that we have to act to protect our crew from piracy attacks. Accordingly, we have instructed our masters and informed all our customers that until further notice our vessels will be routed to avoid the Gulf of Aden and asked to go as far offshore as is practical if they have to transit the East African coast. We shall also be taking all other precautions on board to deter piracy as we see fit during the present crisis. And we urge the navies in the area, and the major developed nations which depend on world trade through the Gulf of Aden, to act firmly and promptly to restore security to the area. Our seafarers deserve better protection."
Taiwan’s TMT, one of Asia’s biggest shippers has joined the growing list of operators openly diverting their tankers via South Africa because of fears over attacks in the Gulf of Aden. The 20-strong fleet is regularly used to ferry crude oil from the Middle East to consumers in Europe.
Ship brokers say that decisions by big tanker firms to skip the Suez Canal and take the longer voyage around the Cape of Good Hope would add an extra 15 days to ferry oil from the Gulf to Mediterranean refiners, twice the normal time and distance. Delivering crude oil and petroleum products from the Gulf to consumers in northern Europe would take an extra 14 days journey, on top of the typical 19 days through the Suez, they said.
Maersk Line has announced the lay up of eight 6,500 TEU (twenty- foot equivalent unit) vessels. The decision follows the recently announced changes in their Asia - Europe, Asia - Central America, and Trans-Pacific service networks. This resulted in surplus vessel tonnage, which will not be re-deployed in their service network.
"In view of the market conditions, we have reached the point wherelaying up the eight vessels makes better economic sense than re-deployingthem," says Michel Deleuran, Head of Network and Product in Maersk Line. “Maersk Line will continue to adjust capacity in the light of market developments by optimising our schedules, consolidating services, vessel sharing agreements (VSA), enhancing port productivity, economical sailing (reducing speed), and - unless current market conditions improve – additional laying up of vessels.”
“By laying up the ships the operating expenses of the vessel owner comes down,” pointed out Hanoz Mistry, director of Five Star Chartering Private Ltd. “They retain the minimum crew on board. Thus the cost is reduced by 50%. However, the full effect of the recession has not been felt in the case of container vessels which carry consumer goods. But once the winter is through the tanker trade will feel the pinch.”
The free fall of shipping charge prices and the mothballing of new vessels are not the only measures of the perfect storm of extra tight credit and worldwide economic retrenchment that is now hitting land. Adding more ports of call appears to be a better alternative for container lines. On the Europe – Far East route CMA CGM (7 ships, among which the carrier’s first of total sixteen 11,000 TEU leviathans on order) and Hyundai (2) are to extend the rotation of their joint Europe-Far East (FAL1) service to include the South Korean ports of Busan and Kwangyang.
“More than piracy it is the threat of extinction that is playing on the minds of ship owners,” says Mr. Kulkarni. “Tanker trade at the moment is steady but they feel that this also may crash as the demand is falling as there is little movement of cargo. There is a move in Europe to bail out the automobile industry. This is what the shipping industry in India needs at the moment. These are the times when shipowners would have replaced their aging fleets with new ships but unfortunately there are no funds available to them. But survival could be a problem. Softer loans should be made available to the shipowners.”
“Piracy is on the increase and insurance companies are getting set to raise premium,” stated S.S. Kulkarni, secretary general of Indian Shipowners Association of India (INSA). “If it gets jacked up immensely then ship owners will be forced to take the route around the Cape of Good Hope. Some ship owners have already taken the decision but none of the Indian ship owners have yet done so. International Association of Dry Cargo shipowners (Intercargo) and the International Association of Independent Tanker Owners (Intertanko) are two global trade bodies that have started asking their members to do so. This would mean an increase of at least two weeks additional voyage time.”
“You will see lines coping with different situations by rationalisation of their services,” says Marc Bourdon, General Manager in India of CMA CGM. “This is what is happening today. We are seeing rationalisation of services to ensure that costs go down. We re-adapt our services to suit the market conditions which is not an easy exercise whether it is done by reducing the services, re-routing etc whatever is required to rationalise. That is what all of the industry has to do today.
“Piracy is affecting all the shipping lines operating through the Suez. We too use the operated route like all shipping lines and it is affecting our quality. Diverting ships will have deep-rooted consequences but if the situation deteriorates any further, then we will have to use a different route. It is a complex world wide exercise. There is nothing special we have for India at the moment as such.”
Amongst the first to take evasive action has been the Seaarland group of companies and Motia Compagnia di Navigazione. Both have acted to ensure the safety of their crew, ships and cargoes until the escalating piracy situation off East Africa in the Gulf of Aden is brought under control.
Antonio Zacchello, managing director of the Seaarland group of companies and Motia, says, "We at Seaarland and Motia feel that we have to act to protect our crew from piracy attacks. Accordingly, we have instructed our masters and informed all our customers that until further notice our vessels will be routed to avoid the Gulf of Aden and asked to go as far offshore as is practical if they have to transit the East African coast. We shall also be taking all other precautions on board to deter piracy as we see fit during the present crisis. And we urge the navies in the area, and the major developed nations which depend on world trade through the Gulf of Aden, to act firmly and promptly to restore security to the area. Our seafarers deserve better protection."
Taiwan’s TMT, one of Asia’s biggest shippers has joined the growing list of operators openly diverting their tankers via South Africa because of fears over attacks in the Gulf of Aden. The 20-strong fleet is regularly used to ferry crude oil from the Middle East to consumers in Europe.
Ship brokers say that decisions by big tanker firms to skip the Suez Canal and take the longer voyage around the Cape of Good Hope would add an extra 15 days to ferry oil from the Gulf to Mediterranean refiners, twice the normal time and distance. Delivering crude oil and petroleum products from the Gulf to consumers in northern Europe would take an extra 14 days journey, on top of the typical 19 days through the Suez, they said.
Maersk Line has announced the lay up of eight 6,500 TEU (twenty- foot equivalent unit) vessels. The decision follows the recently announced changes in their Asia - Europe, Asia - Central America, and Trans-Pacific service networks. This resulted in surplus vessel tonnage, which will not be re-deployed in their service network.
"In view of the market conditions, we have reached the point wherelaying up the eight vessels makes better economic sense than re-deployingthem," says Michel Deleuran, Head of Network and Product in Maersk Line. “Maersk Line will continue to adjust capacity in the light of market developments by optimising our schedules, consolidating services, vessel sharing agreements (VSA), enhancing port productivity, economical sailing (reducing speed), and - unless current market conditions improve – additional laying up of vessels.”
“By laying up the ships the operating expenses of the vessel owner comes down,” pointed out Hanoz Mistry, director of Five Star Chartering Private Ltd. “They retain the minimum crew on board. Thus the cost is reduced by 50%. However, the full effect of the recession has not been felt in the case of container vessels which carry consumer goods. But once the winter is through the tanker trade will feel the pinch.”
The free fall of shipping charge prices and the mothballing of new vessels are not the only measures of the perfect storm of extra tight credit and worldwide economic retrenchment that is now hitting land. Adding more ports of call appears to be a better alternative for container lines. On the Europe – Far East route CMA CGM (7 ships, among which the carrier’s first of total sixteen 11,000 TEU leviathans on order) and Hyundai (2) are to extend the rotation of their joint Europe-Far East (FAL1) service to include the South Korean ports of Busan and Kwangyang.
“More than piracy it is the threat of extinction that is playing on the minds of ship owners,” says Mr. Kulkarni. “Tanker trade at the moment is steady but they feel that this also may crash as the demand is falling as there is little movement of cargo. There is a move in Europe to bail out the automobile industry. This is what the shipping industry in India needs at the moment. These are the times when shipowners would have replaced their aging fleets with new ships but unfortunately there are no funds available to them. But survival could be a problem. Softer loans should be made available to the shipowners.”
Monday 15 December, 2008
CMMI’s Maritime Spectrum 2008
The bi-annual seminar of the Company of Master Mariners of India held at the Textile auditorium, Mumbai on November 29, 2008 featured the theme ‘Maritime Spectrum 2008’. The focus was on five aspects: 100 years of Lloyd’s Open Form; Ballast Water Technology; Shipping Activities in Gujarat; New Rules concerning the Indian River – Sea Vessel operations; Operation of Tugs on the Indian Coasts and the Experience of a Master who sailed through the Somalian Waters.
Capt Mukesh Gautama gave a detailed account of the Lloyd’s Open Form (LOF) the document for the agreement which ship owners enter into with salvagers when the ship is in trouble or in the event of their vessels getting involved in an incident. He explained the background and the origin of the document, how it took shape, the important clauses which govern its operation and their significance.
“It is a simple document requiring seven important details to be entered in the boxes provided. It operates on the basis of a ‘fair and just award’ and ‘No Recovery No Payment’. The moment the form is signed the salvage commences. There are no pre-contract discussions involved.” After the salvage has taken place the Salvager submits his claim. If there is a dispute the matter is referred for arbitration to Lloyd’s, the trusted intermediary.
Sea Scan Marine Services Pvt. Ltd. which has two maritime training institutes in Goa has also been deeply involved in a research project on ballast water through their associate company, M/s Sea Reliance Marine Services Pvt; Ltd. Well protected by a U. S. patent, a presentation on this research was made by Capt Virendra J Mehta, the chairman & managing director of the Company.
The research has resulted in an invention involving a combination of techniques to effectively produce the desired end result of good quality of purified ballast water in large volumes which when discharged into territorial waters of a port state neither harms the environment nor disturbs the ecological balance.
Capt Mehta explained that in their system the treatment of ballast water involves providing for a large filtering surface area viz. 70% of a tank’s capacity which could be used to store, filter, treat and at the same time provide a large supply of water almost two times the feed to the high capacity centrifugal pumps which in turn distribute the water to the other ballast tanks.
“Our system involves ozone and ultraviolet treatment which are considered environment friendly and safe to use,” he stated. “Ozone is a powerful oxidation agent, easily soluble in water and has an extremely short half-life after which ozone reverts to oxygen. Our system uses ozone as the primary disinfectant and ultraviolet treatment as a back up and also for the removal of residual ozone levels in water.”
It is ‘Advantage’ Gujarat when it comes to maritime projects declared Capt Kapil Dev Bahl. “One reason for Gujarat being a foremost maritime state is because it has a vast hinterland. It is the first State Maritime Board in India and represents the state government in all port policies. Gujarat has oil contingency plans. Some ports are fair weather ports and others have been developed as all weather ports.”
He went on to explain the various models which are operational, the private ports that have made significant contributions in developing Gujarat as a maritime state and the various policies that are in place.
Speaking about the ‘Indian River – Sea Vessels (New Rules)’ Capt Mukund B Ajgaonkar gave details about the notification which has been issued on the construction, survey, certification and operation of Indian River-Sea vessels. He spoke on the various types of vessels that could be plied as authorised by the notification and its provisions. Various issues touched on included minimum safe manning, accommodation standards, construction rules, life saving and fire fighting appliances, communication, safety navigation, certification, pollution prevention, customs, etc.
Capt Vikas Vij, founding director of I Marine Infratech (India) Pvt. Ltd. later gave a presentation on ‘Operation of Tugs on the Indian coast’. “MS Notice No. 13 dated 12 September, 2008 came into force with effect from 15 September, 2008. It gives details about the towing permission required, applicable procedures and variations in the periods in what is declared as fair weather by the East coast and the West coast.”
He highlighted the various problems experienced by tug operators, especially in relation to manning, where in facilities offered by tugs differed from those on foreign going ships. Besides, he explained the difficulties experienced as a result of two different safe manning documents required, one for ‘Harbour Operations’ and the other for the ‘Indian Coast’.
Capt Albe Zachariah gave a sensational account of his experience while being chased by the pirates in Somalian waters. He dwelt on the utter helplessness that he and the crew experienced at not being able to retaliate in any way while being pursued by pirates, and trying to evade their much faster moving motor boats which easily sailed at 32 knots while ships could only achieve a maximum of around 20 knots speed.
“In the event of the pirates capturing the ship, don’t try to retaliate at any cost,” he warned. “They will not hesitate to shoot. On the contrary, try to be friendly and get as many liberties from the hijackers as possible while in their captivity.” He went to great lengths to explain in detail about how pirates operated and what manoeuvres one could undertake to ward them off.
Capt Mukesh Gautama gave a detailed account of the Lloyd’s Open Form (LOF) the document for the agreement which ship owners enter into with salvagers when the ship is in trouble or in the event of their vessels getting involved in an incident. He explained the background and the origin of the document, how it took shape, the important clauses which govern its operation and their significance.
“It is a simple document requiring seven important details to be entered in the boxes provided. It operates on the basis of a ‘fair and just award’ and ‘No Recovery No Payment’. The moment the form is signed the salvage commences. There are no pre-contract discussions involved.” After the salvage has taken place the Salvager submits his claim. If there is a dispute the matter is referred for arbitration to Lloyd’s, the trusted intermediary.
Sea Scan Marine Services Pvt. Ltd. which has two maritime training institutes in Goa has also been deeply involved in a research project on ballast water through their associate company, M/s Sea Reliance Marine Services Pvt; Ltd. Well protected by a U. S. patent, a presentation on this research was made by Capt Virendra J Mehta, the chairman & managing director of the Company.
The research has resulted in an invention involving a combination of techniques to effectively produce the desired end result of good quality of purified ballast water in large volumes which when discharged into territorial waters of a port state neither harms the environment nor disturbs the ecological balance.
Capt Mehta explained that in their system the treatment of ballast water involves providing for a large filtering surface area viz. 70% of a tank’s capacity which could be used to store, filter, treat and at the same time provide a large supply of water almost two times the feed to the high capacity centrifugal pumps which in turn distribute the water to the other ballast tanks.
“Our system involves ozone and ultraviolet treatment which are considered environment friendly and safe to use,” he stated. “Ozone is a powerful oxidation agent, easily soluble in water and has an extremely short half-life after which ozone reverts to oxygen. Our system uses ozone as the primary disinfectant and ultraviolet treatment as a back up and also for the removal of residual ozone levels in water.”
It is ‘Advantage’ Gujarat when it comes to maritime projects declared Capt Kapil Dev Bahl. “One reason for Gujarat being a foremost maritime state is because it has a vast hinterland. It is the first State Maritime Board in India and represents the state government in all port policies. Gujarat has oil contingency plans. Some ports are fair weather ports and others have been developed as all weather ports.”
He went on to explain the various models which are operational, the private ports that have made significant contributions in developing Gujarat as a maritime state and the various policies that are in place.
Speaking about the ‘Indian River – Sea Vessels (New Rules)’ Capt Mukund B Ajgaonkar gave details about the notification which has been issued on the construction, survey, certification and operation of Indian River-Sea vessels. He spoke on the various types of vessels that could be plied as authorised by the notification and its provisions. Various issues touched on included minimum safe manning, accommodation standards, construction rules, life saving and fire fighting appliances, communication, safety navigation, certification, pollution prevention, customs, etc.
Capt Vikas Vij, founding director of I Marine Infratech (India) Pvt. Ltd. later gave a presentation on ‘Operation of Tugs on the Indian coast’. “MS Notice No. 13 dated 12 September, 2008 came into force with effect from 15 September, 2008. It gives details about the towing permission required, applicable procedures and variations in the periods in what is declared as fair weather by the East coast and the West coast.”
He highlighted the various problems experienced by tug operators, especially in relation to manning, where in facilities offered by tugs differed from those on foreign going ships. Besides, he explained the difficulties experienced as a result of two different safe manning documents required, one for ‘Harbour Operations’ and the other for the ‘Indian Coast’.
Capt Albe Zachariah gave a sensational account of his experience while being chased by the pirates in Somalian waters. He dwelt on the utter helplessness that he and the crew experienced at not being able to retaliate in any way while being pursued by pirates, and trying to evade their much faster moving motor boats which easily sailed at 32 knots while ships could only achieve a maximum of around 20 knots speed.
“In the event of the pirates capturing the ship, don’t try to retaliate at any cost,” he warned. “They will not hesitate to shoot. On the contrary, try to be friendly and get as many liberties from the hijackers as possible while in their captivity.” He went to great lengths to explain in detail about how pirates operated and what manoeuvres one could undertake to ward them off.
‘Hebei Spirit’ officers sentenced to jail
Indian seafarers may avoid Korean ports
Enraged by the unfair jail sentence passed by the South Korean court on two Indian marine officers, the international shipping community has reacted sharply threatening to take stern action on an unprecedented scale.
Abdulgani Serang general secretary of the National Union of Seafarers of India informed in a press release “We are very furious. We condemn this decision. It’s unfair and unjust.” He warned of a possible backlash against South Korea following the jailing of Captain Jasprit Chawla and chief officer Syam Chetan who had previously been found innocent at a court hearing on June 23. He said: “There is a strong possibility Indian seafarers will avoid South Korean ports. The seafaring and shipping communities are deeply disturbed. Reactions are bound to follow.”
The appeal court in Daejeon jailed Capt Chawla for 18 months and fined him Won20m after finding him guilty on two charges related to the oil spill. The court said Capt Chawla should have gone full astern to drag anchor to prevent the collision with the drifting crane barge Samsung No 1 which had earlier broken its tow.
Mr Chetan was sentenced to eight months in prison and fined Won10m after being criticised by the three appeal court judges. They said Mr Chetan should have been more vigilant and called the master by 0550 hours. They also slammed Mr Chetan for pumping inert gas into the cargo holds and taking too long to transfer oil between the holds.
The two seafarers colleagues at V Ships lamented, “If such unfair punishment is meted out to marine officers for strictly adhering to the rules of the book then it will only discourage younger generations from going to sea. Seafarers will henceforth refrain from sailing into South Korean ports.”
Adding its voice, the International Transport Workers Federation said the decision was “incomprehensibly vindictive”. ITF maritime coordinator Stephen Cotton said: “This is not justice. It’s not even something close. What we have seen today is ‘scapegoating’, criminalisation and a refusal to consider the wider body of evidence that calls into question the propriety of the court. This decision is incomprehensibly vindictive and will impact on all professional mariners”.
He added: “The one thing we can promise today is that this isn’t over. The campaign to free these men will go on growing until the justice that was so glaringly absent in this court today is done.”
Bob Bishop, V.Ships Shipmanagement managing director, said the guilty verdicts and the jailing of the two men “was a complete travesty” and an appeal would be lodged with South Korea’s Supreme Court within two weeks. In the meantime, the pair will have to serve their sentence in jail. Mr Bishop said the company would continue to support both men and their families.
He said the company was making its own feelings known to the Korean authorities and added that the Indian government also planned to raise the issue with the South Korean government.
Mr Bishop added: “The very fact they were paraded outside the court in handcuffs shows the decision was intended to assuage Korean public opinion”. About 100 residents of the area affected by the spill clapped outside court after the judges issued their judgment
The court said the master should not have pumped inert gas into the tanker’s cargo holds because it increased the spillage of oil when the explosive risk was low. It added the Hebei Spirit should have been ballasted to create a 10 degree list which would have prevented the oil spill, while three and a half hours to transfer oil between cargo tanks was too long. Hebei Ocean Shipping, which owned the Hong Kong-flagged tanker was fined Won30m.
Ironically, Capt Chawla and Mr Chetan were sent to prison on International Human Rights Day. Mr Bishop said the incarceration of the two men on such an auspicious day was “the final indignity”.
In what could be seen as a further insult, the appeal court slashed the prison terms for two of the two tug captains directly involved in the incident. One captain had his jail term cut from three years to 30 months, while the other had his sentence reduced from one year to eight months.
The court also confirmed a Won30m fine on Samsung Heavy Industries, which owned the crane barge and tugs involved in the collision. The master of the barge, who was asleep until almost the collision occurred, who was exonerated at the June hearing, was jailed for 18 months.
The accident occurred after the Samsung No 1 broke its tow and drifted in stormy conditions before colliding with the fully loaded 260,000 dwt Hebei Spirit which was at anchor. The crane barge holed three of the tanker’s cargo tanks spewing more than 10,500 tonnes of oil into the sea which polluted a vast stretch of Korea’s west coast causing its worst environmental disaster.
“This is despite the acquittal by their lower court and numerous protests from international shipping associations, including the Asian Shipowners Forum and Singapore Shipping Association. This is in clear violation of the principle set forth in the IMO guidelines on the Fair Treatment of Seafarers in the Event of a Maritime Accident.”
Enraged by the unfair jail sentence passed by the South Korean court on two Indian marine officers, the international shipping community has reacted sharply threatening to take stern action on an unprecedented scale.
Abdulgani Serang general secretary of the National Union of Seafarers of India informed in a press release “We are very furious. We condemn this decision. It’s unfair and unjust.” He warned of a possible backlash against South Korea following the jailing of Captain Jasprit Chawla and chief officer Syam Chetan who had previously been found innocent at a court hearing on June 23. He said: “There is a strong possibility Indian seafarers will avoid South Korean ports. The seafaring and shipping communities are deeply disturbed. Reactions are bound to follow.”
The appeal court in Daejeon jailed Capt Chawla for 18 months and fined him Won20m after finding him guilty on two charges related to the oil spill. The court said Capt Chawla should have gone full astern to drag anchor to prevent the collision with the drifting crane barge Samsung No 1 which had earlier broken its tow.
Mr Chetan was sentenced to eight months in prison and fined Won10m after being criticised by the three appeal court judges. They said Mr Chetan should have been more vigilant and called the master by 0550 hours. They also slammed Mr Chetan for pumping inert gas into the cargo holds and taking too long to transfer oil between the holds.
The two seafarers colleagues at V Ships lamented, “If such unfair punishment is meted out to marine officers for strictly adhering to the rules of the book then it will only discourage younger generations from going to sea. Seafarers will henceforth refrain from sailing into South Korean ports.”
Adding its voice, the International Transport Workers Federation said the decision was “incomprehensibly vindictive”. ITF maritime coordinator Stephen Cotton said: “This is not justice. It’s not even something close. What we have seen today is ‘scapegoating’, criminalisation and a refusal to consider the wider body of evidence that calls into question the propriety of the court. This decision is incomprehensibly vindictive and will impact on all professional mariners”.
He added: “The one thing we can promise today is that this isn’t over. The campaign to free these men will go on growing until the justice that was so glaringly absent in this court today is done.”
Bob Bishop, V.Ships Shipmanagement managing director, said the guilty verdicts and the jailing of the two men “was a complete travesty” and an appeal would be lodged with South Korea’s Supreme Court within two weeks. In the meantime, the pair will have to serve their sentence in jail. Mr Bishop said the company would continue to support both men and their families.
He said the company was making its own feelings known to the Korean authorities and added that the Indian government also planned to raise the issue with the South Korean government.
Mr Bishop added: “The very fact they were paraded outside the court in handcuffs shows the decision was intended to assuage Korean public opinion”. About 100 residents of the area affected by the spill clapped outside court after the judges issued their judgment
The court said the master should not have pumped inert gas into the tanker’s cargo holds because it increased the spillage of oil when the explosive risk was low. It added the Hebei Spirit should have been ballasted to create a 10 degree list which would have prevented the oil spill, while three and a half hours to transfer oil between cargo tanks was too long. Hebei Ocean Shipping, which owned the Hong Kong-flagged tanker was fined Won30m.
Ironically, Capt Chawla and Mr Chetan were sent to prison on International Human Rights Day. Mr Bishop said the incarceration of the two men on such an auspicious day was “the final indignity”.
In what could be seen as a further insult, the appeal court slashed the prison terms for two of the two tug captains directly involved in the incident. One captain had his jail term cut from three years to 30 months, while the other had his sentence reduced from one year to eight months.
The court also confirmed a Won30m fine on Samsung Heavy Industries, which owned the crane barge and tugs involved in the collision. The master of the barge, who was asleep until almost the collision occurred, who was exonerated at the June hearing, was jailed for 18 months.
The accident occurred after the Samsung No 1 broke its tow and drifted in stormy conditions before colliding with the fully loaded 260,000 dwt Hebei Spirit which was at anchor. The crane barge holed three of the tanker’s cargo tanks spewing more than 10,500 tonnes of oil into the sea which polluted a vast stretch of Korea’s west coast causing its worst environmental disaster.
“This is despite the acquittal by their lower court and numerous protests from international shipping associations, including the Asian Shipowners Forum and Singapore Shipping Association. This is in clear violation of the principle set forth in the IMO guidelines on the Fair Treatment of Seafarers in the Event of a Maritime Accident.”
Monday 8 December, 2008
IMO Award for Exceptional Bravery at Sea
The 2008 IMO Award for Exceptional Bravery at Sea has been presented to a Brazilian seafarer who saved fellow crew members from a dangerous fire on a ship.
Mr. Rodolpho Fonseca da Silva Rigueira, of the drill ship Noble Roger Eason, nominated by the Government of Brazil, for his decisive, selfless action to rescue six fellow crew members from a catastrophic fire which burst out on it. The fire originated from an explosion, causing imminent risk to the lives of crew members in the vicinity of the explosion; yet, instead of evacuating the area, he repeatedly faced the fire and very high temperatures to save his colleagues, at severe risk to his own life.
Mr. Rigueira was presented with the award by IMO Secretary-General Mr. Efthimios E. Mitropoulos, during a special ceremony held at the IMO Headquarters on 1 December 2008, during the 85th session of the Organization's Maritime Safety Committee (MSC).
Accepting the award, Mr. Rigueira said: "I am here today to be bestowed with an award of great meaning to my country, and particularly myself. Words could not possibly convey the honour that I feel, or express the depth of my gratitude to you today. I am proud, and honoured and very deeply grateful."
"I would like to take this opportunity to congratulate and rejoice with all of those who have also been awarded. As a seafarer, I believe that every one of us can make a difference. Every one of us should. Whether we make a difference or not depends on the courage to be true to ourselves and the faith to try, for the best interest of others as well as our own. I will continue to strive, every day of my life, to be worthy of this honour," he said.
In addition, certificates were presented to the following "highly commended" nominees or their representatives:
the crews of the Hunter Region Surf Life-Saving Association, Westpac Rescue Helicopter Service, nominated by the Government of Australia, for airlifting 22 crew members from the grounded coal carrier, Pasha Bulker, amid severe weather conditions, risking their own personal safety;
the Maritime Rescue Coordination Centre (MRCC) Chile, supported by other MRCCs, crews and vessels, as nominated by the Government of Chile, in view of the exemplary multinational co-operation and coordination involved in the successful search and rescue and anti-pollution operations following the sinking of the cruise vessel Explorer, off Antarctica, thereby saving 154 passengers and crew members and avoiding potentially substantial environmental damage. The MRCC Chile, as coordinating centre, was supported by the MRCCs of Argentina, the United States, the United Kingdom and Uruguay; the crews of the MS Nordnorge (Norway); the navy icebreaker Almirante Oscar Viel (Chile); the naval support vessel Ary Rongel (Brazil); the navy ocean-going tug Suboficial Castillo (Argentina); the MS National Geographic Endeavour (Bahamas); the MS Antarctic Dream (Panama); and the MS Ushuaia (Panama);
Captain Kyaw Thet Aung, master of the ANL Warringa, nominated by the Government of the Marshall Islands, for saving 15 lives from the M/V Fitria Persada, during a search and rescue operation involving considerable risk to his vessel and crew;
Aviation Survival Technician 2nd Class Lawrence Nettles, Coast Guard HH-65 Helicopter, nominated by the Government of the United States, for courage and perseverance, at severe risk to his own life, in saving the unconscious master of the grounded F/V Alegria under adverse sea conditions;
Coxswain Mark Criddle, of the Torbay Lifeboat Station, nominated by the International Maritime Rescue Federation (IMRF), for courage, leadership and determination in saving eight survivors from the submerged port quarter of the M/V Ice Prince, under considerable risk to his own life and the lives of his crew; and
six officers and crew of the containership Horizon Falcon, nominated by the International Transport Workers Federation (ITF), for skill, perseverance and courage in saving two survivors from the bulk carrier Hai Tong No. 7, in severe weather generated by Typhoon Man-Yi.
Letters of commendation were sent to the following nominees:
- the crews of the vessel of the Hellenic Coast Guard SAR 516 and the tug boat Alfeios, the staff of the Port Authority of Katakolo and of the Joint Rescue Coordination Centre, Piraeus, nominated by the Government of Greece, for saving 302 illegal migrants, in severe weather, from the cargo vessel M/V Akdag; and
- Lieutenant Ulises Toledo Sanchéz, Diver, Mexican Navy Panther Helicopter AMHP-151, nominated by the Government of Mexico, for entering the sea, under severe weather conditions, to save a survivor from the Usumacinta oil rig.
The IMO Award for Exceptional Bravery at Sea was established by the Organization to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment - and, by so doing, help to raise the profile of shipping and enhance its image.
Speaking at the award ceremony, Mr. Mitropoulos commended all the nominees. "We are here this evening to honour and pay tribute to heroic men and women, who have all displayed gallantry, valour, courage and dedication to the cause of rescue at sea that go far beyond anything that might be expected as part of their normal duties", he said.
"Even in the 21st century, with all the technical and operational advances that have made ships increasingly safer workplaces, seafaring remains a difficult and hazardous job. The sea, the weather and their combined force can still be powerful adversaries; ships, and those who sail in them, will never be totally immune from danger and there are times when lives, cargoes and the environment are placed in real jeopardy. These are the times when heroes, not necessarily born as such, come to the fore - ordinary men and women, who, inspired by altruism and sentiments of self-sacrifice, do things that go beyond any sense of well-meant duty," he added.
Mr. Rodolpho Fonseca da Silva Rigueira, of the drill ship Noble Roger Eason, nominated by the Government of Brazil, for his decisive, selfless action to rescue six fellow crew members from a catastrophic fire which burst out on it. The fire originated from an explosion, causing imminent risk to the lives of crew members in the vicinity of the explosion; yet, instead of evacuating the area, he repeatedly faced the fire and very high temperatures to save his colleagues, at severe risk to his own life.
Mr. Rigueira was presented with the award by IMO Secretary-General Mr. Efthimios E. Mitropoulos, during a special ceremony held at the IMO Headquarters on 1 December 2008, during the 85th session of the Organization's Maritime Safety Committee (MSC).
Accepting the award, Mr. Rigueira said: "I am here today to be bestowed with an award of great meaning to my country, and particularly myself. Words could not possibly convey the honour that I feel, or express the depth of my gratitude to you today. I am proud, and honoured and very deeply grateful."
"I would like to take this opportunity to congratulate and rejoice with all of those who have also been awarded. As a seafarer, I believe that every one of us can make a difference. Every one of us should. Whether we make a difference or not depends on the courage to be true to ourselves and the faith to try, for the best interest of others as well as our own. I will continue to strive, every day of my life, to be worthy of this honour," he said.
In addition, certificates were presented to the following "highly commended" nominees or their representatives:
the crews of the Hunter Region Surf Life-Saving Association, Westpac Rescue Helicopter Service, nominated by the Government of Australia, for airlifting 22 crew members from the grounded coal carrier, Pasha Bulker, amid severe weather conditions, risking their own personal safety;
the Maritime Rescue Coordination Centre (MRCC) Chile, supported by other MRCCs, crews and vessels, as nominated by the Government of Chile, in view of the exemplary multinational co-operation and coordination involved in the successful search and rescue and anti-pollution operations following the sinking of the cruise vessel Explorer, off Antarctica, thereby saving 154 passengers and crew members and avoiding potentially substantial environmental damage. The MRCC Chile, as coordinating centre, was supported by the MRCCs of Argentina, the United States, the United Kingdom and Uruguay; the crews of the MS Nordnorge (Norway); the navy icebreaker Almirante Oscar Viel (Chile); the naval support vessel Ary Rongel (Brazil); the navy ocean-going tug Suboficial Castillo (Argentina); the MS National Geographic Endeavour (Bahamas); the MS Antarctic Dream (Panama); and the MS Ushuaia (Panama);
Captain Kyaw Thet Aung, master of the ANL Warringa, nominated by the Government of the Marshall Islands, for saving 15 lives from the M/V Fitria Persada, during a search and rescue operation involving considerable risk to his vessel and crew;
Aviation Survival Technician 2nd Class Lawrence Nettles, Coast Guard HH-65 Helicopter, nominated by the Government of the United States, for courage and perseverance, at severe risk to his own life, in saving the unconscious master of the grounded F/V Alegria under adverse sea conditions;
Coxswain Mark Criddle, of the Torbay Lifeboat Station, nominated by the International Maritime Rescue Federation (IMRF), for courage, leadership and determination in saving eight survivors from the submerged port quarter of the M/V Ice Prince, under considerable risk to his own life and the lives of his crew; and
six officers and crew of the containership Horizon Falcon, nominated by the International Transport Workers Federation (ITF), for skill, perseverance and courage in saving two survivors from the bulk carrier Hai Tong No. 7, in severe weather generated by Typhoon Man-Yi.
Letters of commendation were sent to the following nominees:
- the crews of the vessel of the Hellenic Coast Guard SAR 516 and the tug boat Alfeios, the staff of the Port Authority of Katakolo and of the Joint Rescue Coordination Centre, Piraeus, nominated by the Government of Greece, for saving 302 illegal migrants, in severe weather, from the cargo vessel M/V Akdag; and
- Lieutenant Ulises Toledo Sanchéz, Diver, Mexican Navy Panther Helicopter AMHP-151, nominated by the Government of Mexico, for entering the sea, under severe weather conditions, to save a survivor from the Usumacinta oil rig.
The IMO Award for Exceptional Bravery at Sea was established by the Organization to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment - and, by so doing, help to raise the profile of shipping and enhance its image.
Speaking at the award ceremony, Mr. Mitropoulos commended all the nominees. "We are here this evening to honour and pay tribute to heroic men and women, who have all displayed gallantry, valour, courage and dedication to the cause of rescue at sea that go far beyond anything that might be expected as part of their normal duties", he said.
"Even in the 21st century, with all the technical and operational advances that have made ships increasingly safer workplaces, seafaring remains a difficult and hazardous job. The sea, the weather and their combined force can still be powerful adversaries; ships, and those who sail in them, will never be totally immune from danger and there are times when lives, cargoes and the environment are placed in real jeopardy. These are the times when heroes, not necessarily born as such, come to the fore - ordinary men and women, who, inspired by altruism and sentiments of self-sacrifice, do things that go beyond any sense of well-meant duty," he added.
Rising ship detentions prompt DGS to call for action
At the behest of the Directorate General of Shipping, the ISM Annual workshop 2008 was held on November 28, 2008 at the Maritime Training Institute of the SCI, Powai, Mumbai, against the backdrop of rising port state control (PSC) detentions abroad of Indian flag vessels. Designated persons of various Indian shipping companies attended in large numbers to take stock of the situation and bring in place a scheme to eliminate future detentions.
D. Mehrotra, deputy chief surveyor, informed that this year there have been around 11 more detentions of Indian vessels abroad than last year, under various MOUs which was unprecedented. Last year there had been only 6. This reflected adversely on the concerned shipping companies and the extent the International Safety Management (ISM) code was being adhered to. However, in at least six to seven cases the detentions were not justified and the directorate has taken up the matter with the concerned flag state.
The chief surveyor, Ajoy Chatterjee in his keynote address agreed with many of the shipping companies which had indicated the need for having their own management and professionals. However, he felt that the changeover needed to be smooth and was a welcome move as long as it ensured proper safety management.
He pointed out that in implementing the ISM code there has to be a change in the style of working. “Basically and historically when any incident occurs there is a tendency to maintain a blame culture,” he said. “This has to be replaced with a culture of compliance based on the ISM model. The creation of self-regulation which encourages each and every company to establish its own priority of safety and standard of compliance will greatly help in is regard. If detention takes place under the flag state inspection, then it is to be considered a failure of the classification society. If detained the ship owner is at a loss, the flag state is responsible and indirectly also the port state control.”
In a message to the shipping community, Ms Lakshmi Venkatachalam, Director General of Shipping and ex-offico additional secretary to the Government of India pointed out, “The human element ashore and onboard has been identified as the cause for a majority of accidents, incidents and pollution from shipping operations. The processes under the ISM code, in essence, provide tools to monitor the performance of a shipping company in managing the safety and pollution prevention of its ships. Against the backdrop of rising PSC detention of Indian flag vessels, I am sure that the shipping fraternity will be eagerly looking forward to the recommendations and conclusions of the ISM seminar which will strengthen their efforts towards making the oceans safer and cleaner.”
Rolling out ‘A road map to a just culture – Enhancing Safety of ships and protection of the marine environment’, Mr Chaterjee explained that ISM begins the day certification is received on board and cannot totally be with the ship board staff alone to implement. The offshore staff should also be involved unless they have complete faith and trust with those on board. But compliance with the ISM Code will not in itself create a safety culture. There has to be a will to do so by those individuals who have the power at corporate level and those having the values and competencies to make it really happen.
A review of the ISM implementation during the year 2007-08 from the statistics that have been gathered by the ISM cell of the directorate was presented by Rajeev Prakash Iyer from the directorate. The various audits that were carried out clearly indicated that non-conformities had gone down remarkably. In the study carried out by Prakash from the Indian Register of Shipping on the reasons for detentions by foreign flag states, details were given about the non-conformities. Certain facts of a survey carried out by Great Eastern Shipping (GE) of 20 vessels which had experienced detentions abroad were presented by Capt Golli of GE. It was revealed that many detentions made by foreign flag states were not in order and without much justification.
A senior manager of Bernhard Schulte Ship Management (India) gave an inspiring presentation on ‘Improving Implementation of ISM’. He explained how the company has been pioneering the safety management system implementation since 1998. “The success of ISM Code is that it provides a foundation for shipping companies to build a solid safety management system,” he stated. “Failure comes from the fact that most companies considered it as the ultimate goal for certification and an end in itself.”
Following an analysis of PSC detention of Indian flag vessels made by the ISM cell, a number of representatives of the concerned companies whose vessels faced detention gave their response. While most agreed that the detentions were justified some felt that PSC officials were over-stepping their line of duty while others felt that there was no reason for the detention of their ship.
What many shipping companies consider ISM to be can be gauged from what Mr Chatterjee stated in his summation. “When I visited some of companies I got the impression that the shipping representative who is supposed to be functioning as the ‘Designated Person’ did not know exactly what his role was. They felt that their role ended outside their cabin. In one case a lady who was a stenographer was appointed the ‘Designated Officer’ of the shipping company. The reason being that the lady was the first to come to the office, open the office and go about her work of typing.”
D. Mehrotra, deputy chief surveyor, informed that this year there have been around 11 more detentions of Indian vessels abroad than last year, under various MOUs which was unprecedented. Last year there had been only 6. This reflected adversely on the concerned shipping companies and the extent the International Safety Management (ISM) code was being adhered to. However, in at least six to seven cases the detentions were not justified and the directorate has taken up the matter with the concerned flag state.
The chief surveyor, Ajoy Chatterjee in his keynote address agreed with many of the shipping companies which had indicated the need for having their own management and professionals. However, he felt that the changeover needed to be smooth and was a welcome move as long as it ensured proper safety management.
He pointed out that in implementing the ISM code there has to be a change in the style of working. “Basically and historically when any incident occurs there is a tendency to maintain a blame culture,” he said. “This has to be replaced with a culture of compliance based on the ISM model. The creation of self-regulation which encourages each and every company to establish its own priority of safety and standard of compliance will greatly help in is regard. If detention takes place under the flag state inspection, then it is to be considered a failure of the classification society. If detained the ship owner is at a loss, the flag state is responsible and indirectly also the port state control.”
In a message to the shipping community, Ms Lakshmi Venkatachalam, Director General of Shipping and ex-offico additional secretary to the Government of India pointed out, “The human element ashore and onboard has been identified as the cause for a majority of accidents, incidents and pollution from shipping operations. The processes under the ISM code, in essence, provide tools to monitor the performance of a shipping company in managing the safety and pollution prevention of its ships. Against the backdrop of rising PSC detention of Indian flag vessels, I am sure that the shipping fraternity will be eagerly looking forward to the recommendations and conclusions of the ISM seminar which will strengthen their efforts towards making the oceans safer and cleaner.”
Rolling out ‘A road map to a just culture – Enhancing Safety of ships and protection of the marine environment’, Mr Chaterjee explained that ISM begins the day certification is received on board and cannot totally be with the ship board staff alone to implement. The offshore staff should also be involved unless they have complete faith and trust with those on board. But compliance with the ISM Code will not in itself create a safety culture. There has to be a will to do so by those individuals who have the power at corporate level and those having the values and competencies to make it really happen.
A review of the ISM implementation during the year 2007-08 from the statistics that have been gathered by the ISM cell of the directorate was presented by Rajeev Prakash Iyer from the directorate. The various audits that were carried out clearly indicated that non-conformities had gone down remarkably. In the study carried out by Prakash from the Indian Register of Shipping on the reasons for detentions by foreign flag states, details were given about the non-conformities. Certain facts of a survey carried out by Great Eastern Shipping (GE) of 20 vessels which had experienced detentions abroad were presented by Capt Golli of GE. It was revealed that many detentions made by foreign flag states were not in order and without much justification.
A senior manager of Bernhard Schulte Ship Management (India) gave an inspiring presentation on ‘Improving Implementation of ISM’. He explained how the company has been pioneering the safety management system implementation since 1998. “The success of ISM Code is that it provides a foundation for shipping companies to build a solid safety management system,” he stated. “Failure comes from the fact that most companies considered it as the ultimate goal for certification and an end in itself.”
Following an analysis of PSC detention of Indian flag vessels made by the ISM cell, a number of representatives of the concerned companies whose vessels faced detention gave their response. While most agreed that the detentions were justified some felt that PSC officials were over-stepping their line of duty while others felt that there was no reason for the detention of their ship.
What many shipping companies consider ISM to be can be gauged from what Mr Chatterjee stated in his summation. “When I visited some of companies I got the impression that the shipping representative who is supposed to be functioning as the ‘Designated Person’ did not know exactly what his role was. They felt that their role ended outside their cabin. In one case a lady who was a stenographer was appointed the ‘Designated Officer’ of the shipping company. The reason being that the lady was the first to come to the office, open the office and go about her work of typing.”
Monday 1 December, 2008
IMO Chief's “grounds for concern”
Opening IMO's Maritime Safety Committee meeting this week the body's secretary general Efthimios Mitropoulos has expressed concern at the number of seafarers killed at sea this year, mainly in domestic ferries and small vessel, and at the prospect of the economic crisis leading to dangerous practices.
He said that there are grounds for genuine concern over a number of issues, one of them being the overall safety record of certain sectors of the shipping industry. He continued: “While the recent delivery of many new ships built to the highest IMO standards has injected a welcome element of youth into the age profile of the world merchant fleet and, as a consequence, a higher degree of safety, we cannot ignore the fact that, since the beginning of the year, well over 1,600 seafarers are estimated to have lost their lives in accidents mainly involving ferries in domestic service and small cargo ships caught up in adverse weather conditions.”
Mr Mitropoulos said: “I find these figures both disturbing and unacceptable – a real setback at a time when so many efforts are being made to enhance safety at sea and so many endeavours are coming to fruition, including the International Safety Management Code, the first phase of which entered into force 10 years ago.”
“Also of concern,” he said, “is the current financial crisis, which analysts predict will continue for some time to come and which is already negatively impacting on economies worldwide, triggering fears of a global recession. A prolonged crisis of the sort we have been experiencing since the summer will leave no sector unscathed and, along with the world trade, it has already affected the shipping industry. The situation may be exacerbated by the release of new tonnage into the market place from the recent years’ unprecedented world order book, which, in spite of the anticipated withdrawal of further single-hull tankers in 2010, may lead to a substantive imbalance between supply and demand of shipping capacity worldwide forcing ships to lay up.”
He cautioned: “In this difficult time ahead, when it will be prudent to seek economies to face the storm, it would also be necessary to guard against measures that may have a negative impact on the safety of ships and shipping operations. While recommending that we should all exercise patience and perseverance in weathering the crisis, I would advise against adhering to savings and practices that might play a contributory part in any decline in the safety record of shipping and in the efforts of the maritime community to protect and preserve the marine environment.”
He said that there are grounds for genuine concern over a number of issues, one of them being the overall safety record of certain sectors of the shipping industry. He continued: “While the recent delivery of many new ships built to the highest IMO standards has injected a welcome element of youth into the age profile of the world merchant fleet and, as a consequence, a higher degree of safety, we cannot ignore the fact that, since the beginning of the year, well over 1,600 seafarers are estimated to have lost their lives in accidents mainly involving ferries in domestic service and small cargo ships caught up in adverse weather conditions.”
Mr Mitropoulos said: “I find these figures both disturbing and unacceptable – a real setback at a time when so many efforts are being made to enhance safety at sea and so many endeavours are coming to fruition, including the International Safety Management Code, the first phase of which entered into force 10 years ago.”
“Also of concern,” he said, “is the current financial crisis, which analysts predict will continue for some time to come and which is already negatively impacting on economies worldwide, triggering fears of a global recession. A prolonged crisis of the sort we have been experiencing since the summer will leave no sector unscathed and, along with the world trade, it has already affected the shipping industry. The situation may be exacerbated by the release of new tonnage into the market place from the recent years’ unprecedented world order book, which, in spite of the anticipated withdrawal of further single-hull tankers in 2010, may lead to a substantive imbalance between supply and demand of shipping capacity worldwide forcing ships to lay up.”
He cautioned: “In this difficult time ahead, when it will be prudent to seek economies to face the storm, it would also be necessary to guard against measures that may have a negative impact on the safety of ships and shipping operations. While recommending that we should all exercise patience and perseverance in weathering the crisis, I would advise against adhering to savings and practices that might play a contributory part in any decline in the safety record of shipping and in the efforts of the maritime community to protect and preserve the marine environment.”
Supremacy of MOLMI’s safety culture evident at seminar
‘Safe, secure and efficient shipping on cleaner oceans’, may appear to be seafarers’ mantra for a long and fruitful career in shipping, but Mitsui O.S.K. Lines Maritime (India) Pvt. Ltd. has gone a step further inculcating a superior safety culture. This was evident at the recent three-day conference held at Hotel Le Royal Meridien, Mumbai from November 20 to 22, 2008.
Extending an enthusiastic welcoming to the guests and the participants to the three-day programme Capt Abhijit Chattopadhyay, director & CEO of Mitsui O.S.K.Lines Maritime (India) Pvt Ltd outlined the programme details and the background of the speakers. “Safety and security is the uppermost in the minds of everyone,” he said. “With regard the piracy that has been taking place we received very good news in this morning’s papers that the Indian Navy had destroyed the mother vessel from which the Somalian pirates have been launching their attack. This certainly is very good news.” Capt Chattopadhyay went on to explain how the seminar would be conducted and how each participant would benefit from it.
In a convincing address to the floating staff at the inauguration of this annual programme, Mr S Yamada, president, MOLSHIP (J) drove home his sincere concern for his seafarers by stating, “MOL cannot develop if you don’t develop safety, which is one major factor that can help customers. You are safe by thinking ahead of time in this regard. MOL has taken the lead by moving ahead and bringing in “MOL Spirit” the training vessel on which cadets who are trained get treated as one of MOL’s own family.”
He stressed that MOL will strive to maximize corporate value by always being creative, continually pursuing higher operating efficiency and promoting an open and visible management style that is guided by the highest ethical and social standards. He assured that despite the worldwide recession, no one in MOL needs to worry and everyone’s job is secure as long as everyone performed well. MOL would take delivery of the new buildings as scheduled, he concluded.
Capt. Soichi Hiratsuka, managing executive officer, Mitsui O.S.K Lines was the chief guest at the seminar. Delivering his keynote address on the second day of the seminar he declared that MOL would continue to expand its fleet to ensure long term contracts with many top - rank customers. He stressed that the seafarers were the assets of the company.
Unfolding ten typical case studies of avoidable accidents, Capt M Kato, general manager, Co-ordination brought home the point that it is necessary to get down to basics to avoid accidents. He categorised each of the accidents in order to bring home to bear the different situations leading to such accidents. Even though several of them could be classed as freak cases, he explained how and why they could have been avoided.
The basic target of the management is ‘the 6th zero’ to ensure zero casualties, in every aspect including crew, vessel, cargo, zero oil spill and gas emissions, stated Capt BS Tracy, dgm, NAS, Hongkong. “Safety is a way of life,” he stressed. “A continuous enhancement of seafarers’ skill and development of his operational approach can help to factor in safety. More than the safety of cargo, one’s own safety is of paramount importance.”
Giving the seafarer’s perspective on safety, Capt RK Sharma advocated prevention as being better than cure. He pointed out that stress and fatigue were tending to be a major cause of accidents. Automation was no doubt being brought in to help the seafarers yet, he preferred that more stress be given to training; creation of awareness and better supervision to avoid accidents. “Long before anyone could suggest it, MOL was the first to implement NOX and SOC emission standards even though it was not made mandatory,” he said.
Group Leader of Marine Safety Group, MOLMI, Capt JS Kanwar, gave a presentation on ‘Support to enhance Safety & Maintenance’. MOLMI inspections started in August 2005 he informed, and that the MOL inspector goes about doing inspections which actually help to prevent accidents and improve a ship’s condition by improving maintenance and conditions on board is in no way meant to point a finger at anyone.
“Anything human cannot be foolproof,” according to Capt A Hore, manager, MOLMI while delivering his talk on ‘Accidents – Human Aspects’. “But we can tell what needs to be done and how it can be rectified.” He went on to explain how accidents are caused and the major role played by human beings.
The power of team-work coupled with professional focusing skills and the passion of team enabled goals to be achieved: to avoid accidents, disasters and oil spills was the crux of the presentation made by Mr H Kubo, md, MOL TANKSHIP Management (Asia) Pte Ltd. Singapore. His speech was followed by a presentation by Capt M Kato, gm, Co-ordination Division, MOLSHIP (J) on ‘What good seamanship is’. He brought out the good qualities of a seafarer stating, “A good seafarer ensures safe operations, keeping the environment clean and ensuring efficient operations. To ensure these qualities one has to constantly improve knowledge, skill and efficiency, improve shore management and be well informed.”
Bringing out another aspect of safety, Mr Khalil Al-Balushi, dpa & cso, OSMC Muscat, in his presentation spoke about ‘The Seafarer’s contribution to ship management quality’. He stressed the need to raise safety awareness on board, improve safety management systems, the TMSA status of the company, the ship-shore flow information and to address environmental issues on shipping.
Going yet deeper on improving the safety aspect Capt BS Tracy projected ‘The Alignment Module’. Alignment is a condition which is reached when everyone in an organisation is working consciously towards the same shared vision and goal. Organisation alignment is linking strategy, culture process, people, leadership and system – to best accomplish the needs of a company.
There were presentations made on ‘Statistical Analysis Assessment of Incidents’ by Mr M Kobyashi, gm, Marine Safety Group, MOL; on MOL LNG Europe by Mr Hugh Landels – manager, Manning & Training of MOL LNG (Europe) and on ‘Modern Propulsion Options’ by Mr SK Singh, manager MOLMI.
Another interesting presentation was made by Capt AK Dass, manager, Training MOLMI. He pointed out that 80% to 95% of all accidents were triggered by unsafe behaviour which tends to interact with other weaknesses inherent in work flow process or present in the working environment. He threw light on conventional ways of accident analysis, BBS way of unsafe behaviour monitoring and modifications, and why people behave unsafely. He explained how we can stop people behaving unsafely.
Workshops conducted during the seminar provided plenty of opportunities for interaction among the participants. Besides, the question and answer sessions at the end of each presentation brought out many issues which seafarers experience and these were satisfactorily clarified. In all around 80 marine officers attended the seminar including captains, chief engineers, and other officers. The three-day programme concluded with cocktails and dinner held on November 21, at the Royal Gardens, ITC Hotel - The Grand Maratha.
Capt. B. K. Jha, General Manager MOLMI gave the vote of thanks. He extended his delightful thanks to all the officers and guests for making the programme a grand success and for their keen interests in the presentations and in posing questions which helped to make the programme interactive and meaningful. He also thanked the participants for the feedback which they submitted and assured them that their views and ideas would be implemented in the future programmes.
Extending an enthusiastic welcoming to the guests and the participants to the three-day programme Capt Abhijit Chattopadhyay, director & CEO of Mitsui O.S.K.Lines Maritime (India) Pvt Ltd outlined the programme details and the background of the speakers. “Safety and security is the uppermost in the minds of everyone,” he said. “With regard the piracy that has been taking place we received very good news in this morning’s papers that the Indian Navy had destroyed the mother vessel from which the Somalian pirates have been launching their attack. This certainly is very good news.” Capt Chattopadhyay went on to explain how the seminar would be conducted and how each participant would benefit from it.
In a convincing address to the floating staff at the inauguration of this annual programme, Mr S Yamada, president, MOLSHIP (J) drove home his sincere concern for his seafarers by stating, “MOL cannot develop if you don’t develop safety, which is one major factor that can help customers. You are safe by thinking ahead of time in this regard. MOL has taken the lead by moving ahead and bringing in “MOL Spirit” the training vessel on which cadets who are trained get treated as one of MOL’s own family.”
He stressed that MOL will strive to maximize corporate value by always being creative, continually pursuing higher operating efficiency and promoting an open and visible management style that is guided by the highest ethical and social standards. He assured that despite the worldwide recession, no one in MOL needs to worry and everyone’s job is secure as long as everyone performed well. MOL would take delivery of the new buildings as scheduled, he concluded.
Capt. Soichi Hiratsuka, managing executive officer, Mitsui O.S.K Lines was the chief guest at the seminar. Delivering his keynote address on the second day of the seminar he declared that MOL would continue to expand its fleet to ensure long term contracts with many top - rank customers. He stressed that the seafarers were the assets of the company.
Unfolding ten typical case studies of avoidable accidents, Capt M Kato, general manager, Co-ordination brought home the point that it is necessary to get down to basics to avoid accidents. He categorised each of the accidents in order to bring home to bear the different situations leading to such accidents. Even though several of them could be classed as freak cases, he explained how and why they could have been avoided.
The basic target of the management is ‘the 6th zero’ to ensure zero casualties, in every aspect including crew, vessel, cargo, zero oil spill and gas emissions, stated Capt BS Tracy, dgm, NAS, Hongkong. “Safety is a way of life,” he stressed. “A continuous enhancement of seafarers’ skill and development of his operational approach can help to factor in safety. More than the safety of cargo, one’s own safety is of paramount importance.”
Giving the seafarer’s perspective on safety, Capt RK Sharma advocated prevention as being better than cure. He pointed out that stress and fatigue were tending to be a major cause of accidents. Automation was no doubt being brought in to help the seafarers yet, he preferred that more stress be given to training; creation of awareness and better supervision to avoid accidents. “Long before anyone could suggest it, MOL was the first to implement NOX and SOC emission standards even though it was not made mandatory,” he said.
Group Leader of Marine Safety Group, MOLMI, Capt JS Kanwar, gave a presentation on ‘Support to enhance Safety & Maintenance’. MOLMI inspections started in August 2005 he informed, and that the MOL inspector goes about doing inspections which actually help to prevent accidents and improve a ship’s condition by improving maintenance and conditions on board is in no way meant to point a finger at anyone.
“Anything human cannot be foolproof,” according to Capt A Hore, manager, MOLMI while delivering his talk on ‘Accidents – Human Aspects’. “But we can tell what needs to be done and how it can be rectified.” He went on to explain how accidents are caused and the major role played by human beings.
The power of team-work coupled with professional focusing skills and the passion of team enabled goals to be achieved: to avoid accidents, disasters and oil spills was the crux of the presentation made by Mr H Kubo, md, MOL TANKSHIP Management (Asia) Pte Ltd. Singapore. His speech was followed by a presentation by Capt M Kato, gm, Co-ordination Division, MOLSHIP (J) on ‘What good seamanship is’. He brought out the good qualities of a seafarer stating, “A good seafarer ensures safe operations, keeping the environment clean and ensuring efficient operations. To ensure these qualities one has to constantly improve knowledge, skill and efficiency, improve shore management and be well informed.”
Bringing out another aspect of safety, Mr Khalil Al-Balushi, dpa & cso, OSMC Muscat, in his presentation spoke about ‘The Seafarer’s contribution to ship management quality’. He stressed the need to raise safety awareness on board, improve safety management systems, the TMSA status of the company, the ship-shore flow information and to address environmental issues on shipping.
Going yet deeper on improving the safety aspect Capt BS Tracy projected ‘The Alignment Module’. Alignment is a condition which is reached when everyone in an organisation is working consciously towards the same shared vision and goal. Organisation alignment is linking strategy, culture process, people, leadership and system – to best accomplish the needs of a company.
There were presentations made on ‘Statistical Analysis Assessment of Incidents’ by Mr M Kobyashi, gm, Marine Safety Group, MOL; on MOL LNG Europe by Mr Hugh Landels – manager, Manning & Training of MOL LNG (Europe) and on ‘Modern Propulsion Options’ by Mr SK Singh, manager MOLMI.
Another interesting presentation was made by Capt AK Dass, manager, Training MOLMI. He pointed out that 80% to 95% of all accidents were triggered by unsafe behaviour which tends to interact with other weaknesses inherent in work flow process or present in the working environment. He threw light on conventional ways of accident analysis, BBS way of unsafe behaviour monitoring and modifications, and why people behave unsafely. He explained how we can stop people behaving unsafely.
Workshops conducted during the seminar provided plenty of opportunities for interaction among the participants. Besides, the question and answer sessions at the end of each presentation brought out many issues which seafarers experience and these were satisfactorily clarified. In all around 80 marine officers attended the seminar including captains, chief engineers, and other officers. The three-day programme concluded with cocktails and dinner held on November 21, at the Royal Gardens, ITC Hotel - The Grand Maratha.
Capt. B. K. Jha, General Manager MOLMI gave the vote of thanks. He extended his delightful thanks to all the officers and guests for making the programme a grand success and for their keen interests in the presentations and in posing questions which helped to make the programme interactive and meaningful. He also thanked the participants for the feedback which they submitted and assured them that their views and ideas would be implemented in the future programmes.
Anglo-Eastern focuses on ‘Teamwork – the Human Element’
For the benefit of their seafarers, Anglo-Eastern Ship Management Ltd. chose their recent conference held from November 18 to 20, 2005 at the J W Marriott, Mumbai to focus on – the age-old adage – ‘the human element is at its best when all work as a well knit team’.
The massive hall which was packed to capacity saw an unprecedented turnout of captains, master mariners, chief engineers, and other marine officers of the company’s floating staff all looking toward getting abreast of the latest developments and to resolve the difficulties that they have been facing in their day-to-day operations at sea.
At the outset Peter Cremers, chief executive officer of Anglo Eastern Group gave a perspective of the company’s operations and how they could be consolidated and developed for meeting the challenges of the times through ‘Teamwork – the Human Element’, the theme of the conference. He gave a brief on the company’s manning policy, its objective and what the company is targeting to achieve in the coming years and how teamwork could help to achieve the company’s expectations.
On the ship owners’ side there were two speakers: Marco Schut, general manager of Dockwise Shipping B.V., who took the opportunity to give details about the fleet and its operations. Elvind Holte of Saga Shipholding (Norway), on the other hand gave an insight into the freight market condition. He mentioned that the piracy attacks in the Gulf of Aden have been increasing dramatically and that the situation was likely to worsen in the coming months.
Robert North of the US Coast Guard (Retd) and president of North Star Maritime took the trouble of coming all the way from the US to relate in detail the US mindset on ‘MARPOL violations and its implications’. MARPOL he said was the steward of the environment. He gave down-to-earth suggestions on what seafarers should look out for and what port state officers were particular about when they came on their rounds. “If you have maintained your record books correctly it is your best defence. If not, it is a felony and you could be in trouble,” he said.
“The mariner is part of the solution and not the problem,” contended Capt Michael I Blair, who is officially deputed by the office of the chief of the US Coast Guard (USCG). “In order to encourage the mariner to undertake his role of protecting the oceans from getting polluted it is necessary that he be provided with the proper tools.” He declared that 99% of the seafarers were doing a good job. “But remember never to lie about anything related with MARPOL regulations and cooperate with the US coast guards and things will go well with you.”
“We have brought in a lot of compliance standards,” pointed out Oivind N Braten, head of maritime management systems at DNV, a classification society based in Oslo. “But when it comes to training, there are not many standards in place. There is need for training delivery reports to make sure that training instructors are doing a proper job in the right way and using the proper instructional aids, etc.”
The ISM code was never intended to bring in additional liabilities, according to Dr Phil Anderson, managing director of ConsultISM Ltd. While talking about the ‘legal implications of the ISM Code’, he said, “It was introduced to make the sea cleaner and safer – that was the intention – but there are cases where the ISM code has been hijacked by the lawyers. Many cases have not been settled and may be referred to in arbitration.” He explained that the ISM code is meant to establish a benchmark and is not designed to introduce contractual claims nor be a cause for disputes, civil or criminal action. It should establish a benchmark in the way a ship manager operates safely.
‘Safety awareness – small mistakes lead to big problems’, was what Trygve C Nokleby, manager, Loss Prevention Gard As, had to say when team work fails. Drawing inferences from statistics he said that one vessel out of 10 is involved in a navigational accident during its lifetime. It is essential to avoid mistakes and learn from others about when accidents happen. Analysing the contributory causes for accidents at sea he pointed out that the reasons could be three fold: ignoring dangerous situations by not understanding consequences; accepting dangerous practices; and ignoring broken equipment.
The most interesting and important aspect of teamwork was brought out by Chris Haughton, managing director of Haughton Maritime Ltd. He stated that ‘leadership’ addresses change, sets direction, aligns people, motivates and inspires. However, there is a need for a mix of leadership with management, since the latter addresses complexities, planning and budgeting, organises staff control and solves problems.
Capt Pradeep Chawla, director, QA & Training AESM, Hong Kong, presented the ‘AESM Performance Review 2008’. He cautioned participants to be careful about port state control inspections as they write down even small issues which could matter. “There is a big increase in Code 17 deficiencies,” he informed. “The ports to watch out are Australia, Brisbane, Dampier and Gladstone where inspections are very stringent. The numbers of inspectors in China too have increased.” He announced that behaviour based tanker programme that started last year would be made active in all ships and would be started on dry cargo ship also.
Tony Fernandez, a leading Average Adjustor, Mentor and Leaning facilitator quoted Galileo saying, “one cannot teach another person anything. One can only help another person to find wisdom within him.” He discussed the fundamental concepts of relationships with regard to shipboard situations. He also explained in detail the causes and consequences of positive relationships and their nurturing factors. Highlighting the causes and consequences of negative relationships and their healing factors, he underlined some of the tools and techniques for nurturing positive shipboard relationships.
Two days were exclusively devoted for interaction between deck officers and engine officers. Later, there was interaction between owners and the floating staff and then an open house for discussion between the sea staff and AESM managers.
The massive hall which was packed to capacity saw an unprecedented turnout of captains, master mariners, chief engineers, and other marine officers of the company’s floating staff all looking toward getting abreast of the latest developments and to resolve the difficulties that they have been facing in their day-to-day operations at sea.
At the outset Peter Cremers, chief executive officer of Anglo Eastern Group gave a perspective of the company’s operations and how they could be consolidated and developed for meeting the challenges of the times through ‘Teamwork – the Human Element’, the theme of the conference. He gave a brief on the company’s manning policy, its objective and what the company is targeting to achieve in the coming years and how teamwork could help to achieve the company’s expectations.
On the ship owners’ side there were two speakers: Marco Schut, general manager of Dockwise Shipping B.V., who took the opportunity to give details about the fleet and its operations. Elvind Holte of Saga Shipholding (Norway), on the other hand gave an insight into the freight market condition. He mentioned that the piracy attacks in the Gulf of Aden have been increasing dramatically and that the situation was likely to worsen in the coming months.
Robert North of the US Coast Guard (Retd) and president of North Star Maritime took the trouble of coming all the way from the US to relate in detail the US mindset on ‘MARPOL violations and its implications’. MARPOL he said was the steward of the environment. He gave down-to-earth suggestions on what seafarers should look out for and what port state officers were particular about when they came on their rounds. “If you have maintained your record books correctly it is your best defence. If not, it is a felony and you could be in trouble,” he said.
“The mariner is part of the solution and not the problem,” contended Capt Michael I Blair, who is officially deputed by the office of the chief of the US Coast Guard (USCG). “In order to encourage the mariner to undertake his role of protecting the oceans from getting polluted it is necessary that he be provided with the proper tools.” He declared that 99% of the seafarers were doing a good job. “But remember never to lie about anything related with MARPOL regulations and cooperate with the US coast guards and things will go well with you.”
“We have brought in a lot of compliance standards,” pointed out Oivind N Braten, head of maritime management systems at DNV, a classification society based in Oslo. “But when it comes to training, there are not many standards in place. There is need for training delivery reports to make sure that training instructors are doing a proper job in the right way and using the proper instructional aids, etc.”
The ISM code was never intended to bring in additional liabilities, according to Dr Phil Anderson, managing director of ConsultISM Ltd. While talking about the ‘legal implications of the ISM Code’, he said, “It was introduced to make the sea cleaner and safer – that was the intention – but there are cases where the ISM code has been hijacked by the lawyers. Many cases have not been settled and may be referred to in arbitration.” He explained that the ISM code is meant to establish a benchmark and is not designed to introduce contractual claims nor be a cause for disputes, civil or criminal action. It should establish a benchmark in the way a ship manager operates safely.
‘Safety awareness – small mistakes lead to big problems’, was what Trygve C Nokleby, manager, Loss Prevention Gard As, had to say when team work fails. Drawing inferences from statistics he said that one vessel out of 10 is involved in a navigational accident during its lifetime. It is essential to avoid mistakes and learn from others about when accidents happen. Analysing the contributory causes for accidents at sea he pointed out that the reasons could be three fold: ignoring dangerous situations by not understanding consequences; accepting dangerous practices; and ignoring broken equipment.
The most interesting and important aspect of teamwork was brought out by Chris Haughton, managing director of Haughton Maritime Ltd. He stated that ‘leadership’ addresses change, sets direction, aligns people, motivates and inspires. However, there is a need for a mix of leadership with management, since the latter addresses complexities, planning and budgeting, organises staff control and solves problems.
Capt Pradeep Chawla, director, QA & Training AESM, Hong Kong, presented the ‘AESM Performance Review 2008’. He cautioned participants to be careful about port state control inspections as they write down even small issues which could matter. “There is a big increase in Code 17 deficiencies,” he informed. “The ports to watch out are Australia, Brisbane, Dampier and Gladstone where inspections are very stringent. The numbers of inspectors in China too have increased.” He announced that behaviour based tanker programme that started last year would be made active in all ships and would be started on dry cargo ship also.
Tony Fernandez, a leading Average Adjustor, Mentor and Leaning facilitator quoted Galileo saying, “one cannot teach another person anything. One can only help another person to find wisdom within him.” He discussed the fundamental concepts of relationships with regard to shipboard situations. He also explained in detail the causes and consequences of positive relationships and their nurturing factors. Highlighting the causes and consequences of negative relationships and their healing factors, he underlined some of the tools and techniques for nurturing positive shipboard relationships.
Two days were exclusively devoted for interaction between deck officers and engine officers. Later, there was interaction between owners and the floating staff and then an open house for discussion between the sea staff and AESM managers.
Monday 24 November, 2008
Le Havre ties up with Seahorse Ship Agencies
Port of Le Havre entered into an agreement with Seahorse Ship Agencies on November 17, 2008 at The Hotel Taj Mahal & Towers to boost the traffic between India and the French port. The agreement is expected to lend dynamism to the traffic growth since Seahorse serving as a permanent partner in India will help to provide Indian exporters who ship their goods to Europe to avail of the excellent facilities offered by the port.
The agreement was signed by Alain Poussier, Area Manager of The Port of Le Havre Authority on behalf of the port and Capt. Avinash Batra, Chairman of Seahorse Ship Agencies Pvt. Ltd. for the Indian company.
Le Havre the leading French port has seen an exceptional growth of 25.3% last year, not achieved by any other port in Europe. With a global traffic of 80 million tons, it is the 5th biggest North-European port and a leading French port for foreign trade, Le Havre is keen to increase its presence in India. Le Havre has chosen the Seahorse Ship Agencies Pvt. Ltd., as their representative in India since they are leading players, offering quality shipping services and international transport. The objective of the agreement is to further develop trade and container flow between the two countries.
As prime movers of growth revival, the new infrastructures of Port 2000, Le Havre has achieved very high build-up in 2007 with 760,000 TEU handled in Terminal de France while the Terminal Porte Océane, which started operations in late November 2007, in its starting phase achieved 11,300 TEU that was handled during the first 5 weeks of business. The marketing director of Le Havre Authority, Mr. Pierre-Yves Collardey stated that the port has fixed a very ambitious target of 6 million TEUs to be achieved by 2010. Being a deep sea port Le Havre can accommodate any size vessel. Two of its terminals will be extended by 2010 to add 6 more berths.
“We have good connectivity by rail, road and water transport to most parts of Europe,” he said. “Because of easy and quick accessibility Le Havre is a gateway to countries in Europe including Switzerland, Germany, Australia, Italy, the UK, Ireland, Spain and Portugal. We are in a very fluid region and don’t suffer from congestion. Goods go from Le Havre via the La Seine to Paris. Soon we will be having a canal system to connect all important centres which will help barging to grow, especially for products which are not time sensitive.”
Capt Batra informed that Seahorse will be able to provide excellent service since the company has over 25 offices in almost every important port in India. “We have been associated with sales on behalf of Le Havre since the past 8 years and now we will extend our services functioning as a representative. With our country-wide network of well appointed branch offices having a thorough knowledge of local markets, we can offer cost effective, personalized and prompt service a factor responsible for making us trusted partners of the Port of Le Havre.”
Seahorse Ship Agencies Pvt. Ltd., a part of the Seahorse Group based in Mumbai, is a professional diversified group founded in 1980. The company has been in the forefront of the shipping and logistics industry in India with its impeccable track record of high quality service in ship agency and international cargo transportation. Personalized customer service, expeditious and efficient cargo handling, simplified procedures and transparent service costs are some of the hallmarks of Seahorse Agency network in India.
The agreement was signed by Alain Poussier, Area Manager of The Port of Le Havre Authority on behalf of the port and Capt. Avinash Batra, Chairman of Seahorse Ship Agencies Pvt. Ltd. for the Indian company.
Le Havre the leading French port has seen an exceptional growth of 25.3% last year, not achieved by any other port in Europe. With a global traffic of 80 million tons, it is the 5th biggest North-European port and a leading French port for foreign trade, Le Havre is keen to increase its presence in India. Le Havre has chosen the Seahorse Ship Agencies Pvt. Ltd., as their representative in India since they are leading players, offering quality shipping services and international transport. The objective of the agreement is to further develop trade and container flow between the two countries.
As prime movers of growth revival, the new infrastructures of Port 2000, Le Havre has achieved very high build-up in 2007 with 760,000 TEU handled in Terminal de France while the Terminal Porte Océane, which started operations in late November 2007, in its starting phase achieved 11,300 TEU that was handled during the first 5 weeks of business. The marketing director of Le Havre Authority, Mr. Pierre-Yves Collardey stated that the port has fixed a very ambitious target of 6 million TEUs to be achieved by 2010. Being a deep sea port Le Havre can accommodate any size vessel. Two of its terminals will be extended by 2010 to add 6 more berths.
“We have good connectivity by rail, road and water transport to most parts of Europe,” he said. “Because of easy and quick accessibility Le Havre is a gateway to countries in Europe including Switzerland, Germany, Australia, Italy, the UK, Ireland, Spain and Portugal. We are in a very fluid region and don’t suffer from congestion. Goods go from Le Havre via the La Seine to Paris. Soon we will be having a canal system to connect all important centres which will help barging to grow, especially for products which are not time sensitive.”
Capt Batra informed that Seahorse will be able to provide excellent service since the company has over 25 offices in almost every important port in India. “We have been associated with sales on behalf of Le Havre since the past 8 years and now we will extend our services functioning as a representative. With our country-wide network of well appointed branch offices having a thorough knowledge of local markets, we can offer cost effective, personalized and prompt service a factor responsible for making us trusted partners of the Port of Le Havre.”
Seahorse Ship Agencies Pvt. Ltd., a part of the Seahorse Group based in Mumbai, is a professional diversified group founded in 1980. The company has been in the forefront of the shipping and logistics industry in India with its impeccable track record of high quality service in ship agency and international cargo transportation. Personalized customer service, expeditious and efficient cargo handling, simplified procedures and transparent service costs are some of the hallmarks of Seahorse Agency network in India.
GlobalMET set to take away initiative from IMO
‘Train, Retrain and Retain’, is set to be the new mantra for maritime training institutes, grooming seafarers for “Building competence for Modern Day Ships”, an issue that was deliberated upon at the GobalMET conference held on November 17, 2008. Uniting under the banner of GlobalMET, at the Shipping Corporation’s MTI auditorium at Powai, Mumbai, representative of training institutes from Asian and Pacific region countries underscored the need to bring in relevance to the present training pattern which, designed by the International Maritime Organisation (IMO) had failed to address several needs of the seafaring community as training gurus had not been party to the evolving pattern.
This was the 9th conference in a series for GlobalMET, which saw a wide and heavy turnout of representatives of different institutions and training academies: Educationists, maritime gurus, ship owners and head honchos from the manning and ship management companies. The need of the hour is to keep abreast of the sea change turning the tide in the realm of maritime transport and accordingly address the issues which tend to leave seafarers in the lurch.
Rod Short, executive secretary, GLOBAL Maritime Education & Training Association informed in his opening address, “I am often being asked by cadets, ‘Why are we being burdened with subjects such as Astronavigation, when we are not likely to ever use it with operations now on board being electronic based?’ These are issues that need to be addressed.
“We must train and train and retrain and above all retain to ensure competency of the staff. It is time for an industry wide approach. Of course, we need to support the IMO but at the same time know what is required on board for maintaining competency.” In the past educators did not have a voice on the international front, he further informed. Now GlobalMET has been given representation on IMO and doors have been opened to their representatives.
In his address, S. Hajara, cmd of SCI, the chief guest at the function too underscored the need for training, retraining and retaining. He cautioned that unless seafarers became competent, shipping could not move forward. The industry was facing acute shortage of seafarers, he said. The youth did not find the profession attractive, partly because the adventurism of the past when ships remained at foreign ports for long periods of time permitting seafarers to see the world was now missing.
“As a result of seafarer shortage getting shore leave is also becoming difficult,” he said. “The criminalisation of seafarers as in the case of the recent Hebei Spirit incident and piracy too has become another discouraging factor.”
Ajoy Chatterjee, chief surveyor to the government of India was against the move for the reduction of pre-sea training period for engineers to only 12 months in order to churn out more seafarers for resolving the shortage problem. “Because there is a shortage of doctors you don’t reduce doctors’ training period to 12 months and send them to the operation theatre, do you? Who would want to risk being operated on by such doctors?”
Giving an insight into the legal issues faced by ships trading with the USA, George Chalos a leading counsel of the international law firm, Chalos & Co who has featured in numerous high profiles Federal and State court trials advised that the shipping industry is an easy target because shipping companies are considered to be rich and can pay fines. The public policy in the US is to bring in deterrence through fines, penalties and compliance programmes.
“Generally to be guilty of a crime in the USA, a person must act as a criminal,” he said. “Hence having a guilty mind can be dangerous. Anything can be a ‘red flag’ if one has a guilty mind. Every person is expected to reply to the authorities only through a lawyer. Be aware of the rules and do what you are expected to do.”
He went on to inform that a corporation/company can incur vicarious liability for the action of employees undertake in the course of their employment. He advised that it is not advisable to do things with the intention of trying to protect one’s company. That way one could actually be jeopardising his career. It is better to stay calm and obtain advice in the event of criminal investigation. Besides, one should never send anyone from their office to tell the crew and ship staff what to say because this too is a crime in the US.
“We have brought in a lot of compliance standards,” pointed out Oivind N. Braten, head of maritime management systems at DNV, a classification society based in Oslo. ”But when it comes to training, there are not many standards in place,” he said. “There is need for training delivery reports to make sure that training instructors are doing a proper job the right way and using the proper instructional aids, etc.”
Michael I. Blair, who is officially deputed by the office of the chief of the US Coast Guard (USCG) to attend the conference opined, “The USCG considers people to be the greatest resources. But unfortunately 85% of the accidents and damage are caused by the human element. The STCW has been incorporated in the US regulations but other IMO regulations have not.” He stressed the importance of shore leave and stated that the centre of excellence of the USCG focused on working towards the goal to work with the industry and achieve one’s goals.
The safety of life at sea has always been the focus of maritime training. This aspect of safety culture was dealt with in several aspects by other speakers too. Capt Pradeep Chawla, director, GlobalMET recapitulating emphasised that earlier any accident or damage was routinely considered to be a mistake. But today it is considered on par with the commission of a crime. Hence, training is the most important part of the seafaring profession. At the end of the day the teacher has to focus on what is needed he said. Are the right issues being focused on when training is being imparted? This is what training institutes need to look at before working out their respective syllabi.
This was the 9th conference in a series for GlobalMET, which saw a wide and heavy turnout of representatives of different institutions and training academies: Educationists, maritime gurus, ship owners and head honchos from the manning and ship management companies. The need of the hour is to keep abreast of the sea change turning the tide in the realm of maritime transport and accordingly address the issues which tend to leave seafarers in the lurch.
Rod Short, executive secretary, GLOBAL Maritime Education & Training Association informed in his opening address, “I am often being asked by cadets, ‘Why are we being burdened with subjects such as Astronavigation, when we are not likely to ever use it with operations now on board being electronic based?’ These are issues that need to be addressed.
“We must train and train and retrain and above all retain to ensure competency of the staff. It is time for an industry wide approach. Of course, we need to support the IMO but at the same time know what is required on board for maintaining competency.” In the past educators did not have a voice on the international front, he further informed. Now GlobalMET has been given representation on IMO and doors have been opened to their representatives.
In his address, S. Hajara, cmd of SCI, the chief guest at the function too underscored the need for training, retraining and retaining. He cautioned that unless seafarers became competent, shipping could not move forward. The industry was facing acute shortage of seafarers, he said. The youth did not find the profession attractive, partly because the adventurism of the past when ships remained at foreign ports for long periods of time permitting seafarers to see the world was now missing.
“As a result of seafarer shortage getting shore leave is also becoming difficult,” he said. “The criminalisation of seafarers as in the case of the recent Hebei Spirit incident and piracy too has become another discouraging factor.”
Ajoy Chatterjee, chief surveyor to the government of India was against the move for the reduction of pre-sea training period for engineers to only 12 months in order to churn out more seafarers for resolving the shortage problem. “Because there is a shortage of doctors you don’t reduce doctors’ training period to 12 months and send them to the operation theatre, do you? Who would want to risk being operated on by such doctors?”
Giving an insight into the legal issues faced by ships trading with the USA, George Chalos a leading counsel of the international law firm, Chalos & Co who has featured in numerous high profiles Federal and State court trials advised that the shipping industry is an easy target because shipping companies are considered to be rich and can pay fines. The public policy in the US is to bring in deterrence through fines, penalties and compliance programmes.
“Generally to be guilty of a crime in the USA, a person must act as a criminal,” he said. “Hence having a guilty mind can be dangerous. Anything can be a ‘red flag’ if one has a guilty mind. Every person is expected to reply to the authorities only through a lawyer. Be aware of the rules and do what you are expected to do.”
He went on to inform that a corporation/company can incur vicarious liability for the action of employees undertake in the course of their employment. He advised that it is not advisable to do things with the intention of trying to protect one’s company. That way one could actually be jeopardising his career. It is better to stay calm and obtain advice in the event of criminal investigation. Besides, one should never send anyone from their office to tell the crew and ship staff what to say because this too is a crime in the US.
“We have brought in a lot of compliance standards,” pointed out Oivind N. Braten, head of maritime management systems at DNV, a classification society based in Oslo. ”But when it comes to training, there are not many standards in place,” he said. “There is need for training delivery reports to make sure that training instructors are doing a proper job the right way and using the proper instructional aids, etc.”
Michael I. Blair, who is officially deputed by the office of the chief of the US Coast Guard (USCG) to attend the conference opined, “The USCG considers people to be the greatest resources. But unfortunately 85% of the accidents and damage are caused by the human element. The STCW has been incorporated in the US regulations but other IMO regulations have not.” He stressed the importance of shore leave and stated that the centre of excellence of the USCG focused on working towards the goal to work with the industry and achieve one’s goals.
The safety of life at sea has always been the focus of maritime training. This aspect of safety culture was dealt with in several aspects by other speakers too. Capt Pradeep Chawla, director, GlobalMET recapitulating emphasised that earlier any accident or damage was routinely considered to be a mistake. But today it is considered on par with the commission of a crime. Hence, training is the most important part of the seafaring profession. At the end of the day the teacher has to focus on what is needed he said. Are the right issues being focused on when training is being imparted? This is what training institutes need to look at before working out their respective syllabi.
Monday 17 November, 2008
Second Stolt Hijack
Crews on vessels transiting the Gulf of Aden are “very jittery” as a spate of attacks saw another Stolt-chartered ship hijacked and a UK-managed reefer attacked.
The International Maritime Bureau (IMB)’s Piracy Reporting Centre has been flooded with calls from ships in the area reporting suspicious vessels, Noel Choong of the centre said.
The plethora of reports follows the seizure of the 33,200-dwt chemical tanker Stolt Strength (built 2005) in the Gulf of Aden on Monday afternoon. Although Choong would not name the vessel, he confirmed that a Philippines-flagged unit had been taken while en route to Asia with an unknown cargo.
A statement from the ship’s owner, Sagana Shipping, confirmed that it was within the designated security corridor in the Gulf of Aden at the time of the seizure. It is now believed to be heading down the east coast of Somalia.
Initial reports that there were 21 crew onboard appear incorrect as Choong said there are 23 crew members. Sagana’s statement confirmed that all crew are Filipino.
The Stolt Strength is classed by Bureau Veritas and has P&I cover with the Japan Shipowners’ Association. Choong also said that a Saudi Arabia-flagged reefer managed and operated out of the UK sustained bullet holes after coming under attack about 250 kilometres off the coast of Mogadishu on Monday afternoon.
Pirates in two speed boats armed with semi-automatic weapons and rocket-propelled grenade launchers fired on the ship which took evasive manoeuvres and managed to outrun its attackers.
Although Choong could not name the vessel, information suggests that it is either of the 602,800-cbf pair Al Moshtaree or Al Mareekh (both built 1984) which are both managed by London Ship Managers. The hijacking of the Stolt Strength means the Netherlands-based outfit now has two chemical tankers being held by Somali pirates. There are 22 crew onboard the 25,300-dwt Stolt Valor (built 2004) which was hijacked in the Gulf of Aden on 15 September while en route from Suez to Mumbai.
There have been various reports of ransom demands from the hijackers of the Stolt Valor of between $2m and $6m. The latest seizure brings to 12 the number of ships being held by
Somali pirates after Clipper’s 7,300-dwt multi-purpose vessel CEC
Future (built 1994) was taken on Friday. The total amount of crew being held hostage is believed to be 236.
So far this year there have been 83 reported attacks in or around Somali waters with 33 hijackings.
The International Maritime Bureau (IMB)’s Piracy Reporting Centre has been flooded with calls from ships in the area reporting suspicious vessels, Noel Choong of the centre said.
The plethora of reports follows the seizure of the 33,200-dwt chemical tanker Stolt Strength (built 2005) in the Gulf of Aden on Monday afternoon. Although Choong would not name the vessel, he confirmed that a Philippines-flagged unit had been taken while en route to Asia with an unknown cargo.
A statement from the ship’s owner, Sagana Shipping, confirmed that it was within the designated security corridor in the Gulf of Aden at the time of the seizure. It is now believed to be heading down the east coast of Somalia.
Initial reports that there were 21 crew onboard appear incorrect as Choong said there are 23 crew members. Sagana’s statement confirmed that all crew are Filipino.
The Stolt Strength is classed by Bureau Veritas and has P&I cover with the Japan Shipowners’ Association. Choong also said that a Saudi Arabia-flagged reefer managed and operated out of the UK sustained bullet holes after coming under attack about 250 kilometres off the coast of Mogadishu on Monday afternoon.
Pirates in two speed boats armed with semi-automatic weapons and rocket-propelled grenade launchers fired on the ship which took evasive manoeuvres and managed to outrun its attackers.
Although Choong could not name the vessel, information suggests that it is either of the 602,800-cbf pair Al Moshtaree or Al Mareekh (both built 1984) which are both managed by London Ship Managers. The hijacking of the Stolt Strength means the Netherlands-based outfit now has two chemical tankers being held by Somali pirates. There are 22 crew onboard the 25,300-dwt Stolt Valor (built 2004) which was hijacked in the Gulf of Aden on 15 September while en route from Suez to Mumbai.
There have been various reports of ransom demands from the hijackers of the Stolt Valor of between $2m and $6m. The latest seizure brings to 12 the number of ships being held by
Somali pirates after Clipper’s 7,300-dwt multi-purpose vessel CEC
Future (built 1994) was taken on Friday. The total amount of crew being held hostage is believed to be 236.
So far this year there have been 83 reported attacks in or around Somali waters with 33 hijackings.
Good health at sea ensures productivity
Seafarers’ good health and being ‘fit as a fiddle’ at sea have become critical factors for ship owners to ensure productivity. Taking a proactive stance the Seabird Health Foundation in association with Bernhard Schulte Shipmanagement embarked on a pioneering role to create awareness among ship manning, ship management, ship owners and corporates by organising a seminar on November 8, 2008 at The Club, Andheri (W) Mumbai, on maintaining good health and fitness at sea.
The event drew a large number of personalities, company executives, representatives from manning and shipping companies as well as captains and marine engineers keen on finding a solution to several ‘cases’ of death and sicknesses due to health negligence that could deal a severe blow to the shipping trade as stress and fatigue threaten to reach alarming proportions. Presentations that were made brought into focus several revealing facts, at the same time various simple and very easy to follow remedies offered made a deep impact on the participants attending the seminar.
Conscious of the ever growing number of problems faced by seafarers, this awareness seminar is one of the recent initiatives of Seabird Health Foundation with Dr. Jacob Mathew the Director who has been spearheading it activities since its inception at the turn of the century and has been providing health care of international standards, with special emphasis on the needs of seafarers and the off shore industry.
Three luminaries, all well known consultants in India and abroad, gave in-depth presentations at the one-day seminar holding the participants spell bound. These were: Dr. Ashish Contractor M.D.; department head for Preventive Cardiology & Rehabilitation, Dr. Kalpana Rao, a life style specialist; and Ms Ankita Shah a leading consulting dietician.
Dr. Contractor informed that we are changing our dietary and physical habits, which is causing a lot of preventable diseases. “Males above 45 and females above 55 are at a greater risk. Smoking and tobacco cause the greatest risk. High blood pressure is a silent killer since often there are no symptoms. Ideally blood pressure should be below 120 / 80 mm Hg, Another common disease is hypercholesterolemia for which routine testing is necessary to ensure that one maintains the total cholesterol at less than 200 mg /dl; triglycerides less than 150 mg / dl; and LDL (bad cholesterol) should be below 100 mg / dl.” He also gave a deep insight into metabolic syndrome about body mass index and the risk factors involved.
He recommended regular exercise and said that when it comes to doing exercise like brisk walking one should ensure that they walk 10,000 steps every day. (Going to office by train or bus normally involves less than 3,000 steps. “Physical activity is more of bodily movement and exercise is done in a more structured way,” he said.
The dietician, Ms Shah gave a brief on what a good and balanced diet really is about. Her advice was not to consume too much of simple carbohydrates like sugar, etc., as these get easily absorbed into the system and created fat. “People at sea should find it difficult to monitor their diets after 10 to 12 hours of continuous work and hence should avoid eating too much red meat. We need to educate seafarers to consume more white meat. One must prefer eating fish curry as against eating fried fish. I would not say don’t have pork but eat more of white meat. These are some things if we don’t educate all seafarers there could be more repatriation.”
She further advised seafarers to eat food which is genetically good for us and not get influenced by Western culture. “The Chinese and the Filipinos are genetically conditioned to eat more pork and red meat than Indians,” she said.
Dr. Rao explained the commandments of a good life style. She recommended healthy eating habits, avoidance of any addictions, ways to cope with stress, etc. She gave a number of hints on how to cope with stress and maintain a good and healthy life style. She explained how simple exercises could be done at the workplace besides yoga and aerobics.
Dr Mathews mentioned that Seabird Health Foundation has been actively promoting health and fitness among seafarers. “It is our ardent desire to reduce mortality and morbidity among the seafaring community. In this connection this seminar is being conducted for the large sea faring community that we serve.”
He appealed to the managements of various shipping and offshore companies to help in this noble venture. He was happy with the excellent and overwhelming response to the seminar.
The event drew a large number of personalities, company executives, representatives from manning and shipping companies as well as captains and marine engineers keen on finding a solution to several ‘cases’ of death and sicknesses due to health negligence that could deal a severe blow to the shipping trade as stress and fatigue threaten to reach alarming proportions. Presentations that were made brought into focus several revealing facts, at the same time various simple and very easy to follow remedies offered made a deep impact on the participants attending the seminar.
Conscious of the ever growing number of problems faced by seafarers, this awareness seminar is one of the recent initiatives of Seabird Health Foundation with Dr. Jacob Mathew the Director who has been spearheading it activities since its inception at the turn of the century and has been providing health care of international standards, with special emphasis on the needs of seafarers and the off shore industry.
Three luminaries, all well known consultants in India and abroad, gave in-depth presentations at the one-day seminar holding the participants spell bound. These were: Dr. Ashish Contractor M.D.; department head for Preventive Cardiology & Rehabilitation, Dr. Kalpana Rao, a life style specialist; and Ms Ankita Shah a leading consulting dietician.
Dr. Contractor informed that we are changing our dietary and physical habits, which is causing a lot of preventable diseases. “Males above 45 and females above 55 are at a greater risk. Smoking and tobacco cause the greatest risk. High blood pressure is a silent killer since often there are no symptoms. Ideally blood pressure should be below 120 / 80 mm Hg, Another common disease is hypercholesterolemia for which routine testing is necessary to ensure that one maintains the total cholesterol at less than 200 mg /dl; triglycerides less than 150 mg / dl; and LDL (bad cholesterol) should be below 100 mg / dl.” He also gave a deep insight into metabolic syndrome about body mass index and the risk factors involved.
He recommended regular exercise and said that when it comes to doing exercise like brisk walking one should ensure that they walk 10,000 steps every day. (Going to office by train or bus normally involves less than 3,000 steps. “Physical activity is more of bodily movement and exercise is done in a more structured way,” he said.
The dietician, Ms Shah gave a brief on what a good and balanced diet really is about. Her advice was not to consume too much of simple carbohydrates like sugar, etc., as these get easily absorbed into the system and created fat. “People at sea should find it difficult to monitor their diets after 10 to 12 hours of continuous work and hence should avoid eating too much red meat. We need to educate seafarers to consume more white meat. One must prefer eating fish curry as against eating fried fish. I would not say don’t have pork but eat more of white meat. These are some things if we don’t educate all seafarers there could be more repatriation.”
She further advised seafarers to eat food which is genetically good for us and not get influenced by Western culture. “The Chinese and the Filipinos are genetically conditioned to eat more pork and red meat than Indians,” she said.
Dr. Rao explained the commandments of a good life style. She recommended healthy eating habits, avoidance of any addictions, ways to cope with stress, etc. She gave a number of hints on how to cope with stress and maintain a good and healthy life style. She explained how simple exercises could be done at the workplace besides yoga and aerobics.
Dr Mathews mentioned that Seabird Health Foundation has been actively promoting health and fitness among seafarers. “It is our ardent desire to reduce mortality and morbidity among the seafaring community. In this connection this seminar is being conducted for the large sea faring community that we serve.”
He appealed to the managements of various shipping and offshore companies to help in this noble venture. He was happy with the excellent and overwhelming response to the seminar.
Monday 10 November, 2008
Port Pipavav announces investment
Gujarat Pipavav Port Limited (GPPL) announced they will invest an additional INR 260 crore (approximately EUR 40 million) immediately, to dredge to 14.5 metres draft and further improve accessibility to the port, located in the State of Gujarat, 153 nautical miles northwest of Mumbai.
GPPL has entered into a contract with Zinkcon Marine (Singapore) Pte Ltd, a subsidiary of Royal Boskalis Westminster to undertake capital dredging to increase the acceptance draught from 12.5m to 14.5m. The dredging is scheduled to be completed by mid- 2009.
Speaking about the port’s continued development, Mr Littlejohn said, “We are strongly committed to investment and growth in the port. We have presently undertaken construction of an additional container yard to support a container cargo volume of 600,000 TEUs (20ft container equivalent) per year, expected to be completed by December 31, 2008. We intend to construct container yards for supporting container cargo volume of additional 670,000 TEUs by December 31, 2009.
Port Pipavav is not just the obvious port for Gujarat, but also a preferred gateway to New Delhi and other markets in north-western India, that allows shippers an alternative to the traditional routing via the congested infrastructure around Mumbai.
“With the deeper draft, Pipavav offers a safe port for the ever larger container vessels that cannot call at Major Ports in India. The port has road and rail connectivity, and the rail freight costs from our on-dock facility to the North Indian Inland Container Depots (ICDs) are lower and the current maximum capacity of the rail link is 22 trains per day in each direction” Mr Littlejohn continued.
GPPL has entered into a contract with Zinkcon Marine (Singapore) Pte Ltd, a subsidiary of Royal Boskalis Westminster to undertake capital dredging to increase the acceptance draught from 12.5m to 14.5m. The dredging is scheduled to be completed by mid- 2009.
Speaking about the port’s continued development, Mr Littlejohn said, “We are strongly committed to investment and growth in the port. We have presently undertaken construction of an additional container yard to support a container cargo volume of 600,000 TEUs (20ft container equivalent) per year, expected to be completed by December 31, 2008. We intend to construct container yards for supporting container cargo volume of additional 670,000 TEUs by December 31, 2009.
Port Pipavav is not just the obvious port for Gujarat, but also a preferred gateway to New Delhi and other markets in north-western India, that allows shippers an alternative to the traditional routing via the congested infrastructure around Mumbai.
“With the deeper draft, Pipavav offers a safe port for the ever larger container vessels that cannot call at Major Ports in India. The port has road and rail connectivity, and the rail freight costs from our on-dock facility to the North Indian Inland Container Depots (ICDs) are lower and the current maximum capacity of the rail link is 22 trains per day in each direction” Mr Littlejohn continued.
Ship crew still detained year after US bay spill
For nearly a year, six Chinese crew members on a ship that crashed into the San Francisco-Oakland Bay Bridge - creating the bay's worst oil spill in nearly 20 years - have been detained by federal authorities.
The sailors are being held as material witnesses in the crash of the Cosco Busan. The men, including four who are not accused of wrongdoing, are fighting for the right to return to their families in China.
'This is a lengthy detention,' said University of Georgia law professor Ronald Carlson, an expert on the material witness law.
'These witnesses are being detained humanely. Still, there is that undeniable desire to return home.' The cargo ship sideswiped a bridge support in heavy fog, gashing its hull and leaking more than 189,265 litres of fuel that killed and injured thousands of birds. It was believed to be the biggest San Francisco Bay oil spill since 1988.
Prosecutors want the six to testify in criminal cases against the harbour pilot, John Cota, and the ship's Hong Kong-based operator, Fleet Management. Both have pleaded not guilty. Although they are under arrest as material witnesses, they are not in jail.
Living rent-free in apartments and hotels, they are permitted to roam San Francisco and the surrounding area. They continue to draw their salaries, and each also receives US$1,200 per month in witness fees, more than the monthly salary of at least one detained seaman.
Chinese officials hope the crew can return soon. But 'we believe they are situated pretty well,' said Defa Tong, a spokesman for the Chinese consulate in San Francisco. 'Some of them are going to school to learn English.'
Still, the men have been unable to celebrate family birthdays and tend to sick relatives. One crewman's wedding had to be delayed.
'They are unhappily detained,' said Douglas Schwartz, a lawyer representing the ship's captain, Mao Cai Sun.
The crew's legal predicament stems from federal law allowing the arrest of witnesses who might flee before testifying in criminal cases. Several other countries, including the UK, have similar laws.
Two of the six crewmen have admitted wrongdoing. Shun Biao Zhao, the ship's second officer, has admitted altering and forging navigational documents after the crash. Kong Xiang Hu, the chief officer, admitted signing one of these documents. Both contend Fleet executives ordered the alterations and signings, which the company denies.
All six have been granted protection from prosecution if they testify truthfully.
In defending the lengthy detention, Assistant US Attorney Jonathan Schmidt said the crew members' 'evasiveness and participation in obstruction of justice' were factors.
Although the trial is scheduled for April, the government recently agreed to let the crew have their testimony videotaped. Two of the six have already taped their testimony, and the rest are due to wind theirs up by the end of December.
The crew's lawyers want the judge to let the men return home after completing their depositions, and the two who already have are due to make that request this week.
But federal prosecutors also want some of the six to testify in a suit against the ship's owners. While the law on holding material witnesses doesn't apply in civil cases, a subpoena in the civil suit could still complicate their departures.
The sailors are being held as material witnesses in the crash of the Cosco Busan. The men, including four who are not accused of wrongdoing, are fighting for the right to return to their families in China.
'This is a lengthy detention,' said University of Georgia law professor Ronald Carlson, an expert on the material witness law.
'These witnesses are being detained humanely. Still, there is that undeniable desire to return home.' The cargo ship sideswiped a bridge support in heavy fog, gashing its hull and leaking more than 189,265 litres of fuel that killed and injured thousands of birds. It was believed to be the biggest San Francisco Bay oil spill since 1988.
Prosecutors want the six to testify in criminal cases against the harbour pilot, John Cota, and the ship's Hong Kong-based operator, Fleet Management. Both have pleaded not guilty. Although they are under arrest as material witnesses, they are not in jail.
Living rent-free in apartments and hotels, they are permitted to roam San Francisco and the surrounding area. They continue to draw their salaries, and each also receives US$1,200 per month in witness fees, more than the monthly salary of at least one detained seaman.
Chinese officials hope the crew can return soon. But 'we believe they are situated pretty well,' said Defa Tong, a spokesman for the Chinese consulate in San Francisco. 'Some of them are going to school to learn English.'
Still, the men have been unable to celebrate family birthdays and tend to sick relatives. One crewman's wedding had to be delayed.
'They are unhappily detained,' said Douglas Schwartz, a lawyer representing the ship's captain, Mao Cai Sun.
The crew's legal predicament stems from federal law allowing the arrest of witnesses who might flee before testifying in criminal cases. Several other countries, including the UK, have similar laws.
Two of the six crewmen have admitted wrongdoing. Shun Biao Zhao, the ship's second officer, has admitted altering and forging navigational documents after the crash. Kong Xiang Hu, the chief officer, admitted signing one of these documents. Both contend Fleet executives ordered the alterations and signings, which the company denies.
All six have been granted protection from prosecution if they testify truthfully.
In defending the lengthy detention, Assistant US Attorney Jonathan Schmidt said the crew members' 'evasiveness and participation in obstruction of justice' were factors.
Although the trial is scheduled for April, the government recently agreed to let the crew have their testimony videotaped. Two of the six have already taped their testimony, and the rest are due to wind theirs up by the end of December.
The crew's lawyers want the judge to let the men return home after completing their depositions, and the two who already have are due to make that request this week.
But federal prosecutors also want some of the six to testify in a suit against the ship's owners. While the law on holding material witnesses doesn't apply in civil cases, a subpoena in the civil suit could still complicate their departures.
India’s robust maritime sector could weather the financial storm
When will it all happen? How bad will it get? These are queries that are buzzing around Indian players in the shipping field while mulling over the financial meltdown. But as our policy makers would like to depict, the fundamentals are strong and the possibility of the Indian maritime sector feeling the effect of the global financial crisis will witness a quick turnaround coming out of the present financial crisis safe and sound.
Hope is writ large all around, with what is being considered as a positive outcome of the US elections with Barack Obama making history. The US president-elect is expected to bolster measures to overcome recession in the world’s biggest economy. Significantly, the return of investments into India is expected to benefit the rupee. The strengthening of the rupee and prices of crude oil coming down are their certain expectations. Efforts are underway in various financial capitals of the world to contain the meltdown while the Indian government is making all efforts to isolate the country’s economy from the shattering effect of the global financial crisis.
Despite the global economic gloom, the Shipping Corporation of India (SCI) the largest shipping company in the country, managing 81 ships plans to add 69 ships to its fleet over the next five years at an estimated cost of $ 20 bn. This would double its fleet strength from five mn DWT now to 10 mn DWT. It has already placed orders for 29 ships and invited bids for another 40 vessels. Yet more dramatic is the company’s September quarter result which netted sales at Rs 1184.65 crore as against Rs 868.88 crore for the same quarter in the last year. The profits jumped to Rs 274.88 crore against Rs 182.31 crore for the same period in the previous year.
Other shipping companies have also done tremendously well. Over the same period, Great Eastern Shipping, India’s largest private shipping company registered a net profit growth of 48% from Rs 342.79 crore to Rs 506.15 crore. Varun Shipping, the oil and gas shipping giant of India for the same period declared its quarterly net profits at Rs 44.27 crore compared to Rs 15.37 crore a year ago. Mercator too yielded massive profits of Rs 104.96 crore versus Rs 90.54 crore earlier.
Logistics companies too are cheerful about their overall performance. Allcargo Global Logistics Ltd has reported a whopping 151 per cent growth in net profit at Rs 47.4 crore (Rs 18.9 crore) for the third quarter (July-September) of the current calendar year (which is its fiscal year). The growth in net sales during the period was 56.3 per cent at Rs 631.5 crore (Rs 403.9 crore).
Sahil Freight Express Pvt. Ltd., India’s leading logistics player has stormed on to the global scene acquiring the entire operations of U-Freight in Colombo and is now getting set to open its own office in Dubai. The company has been appointed to handle all of Linde’s project equipment including heavy lift and over dimensional cargo being supplied to various Indian companies as well as Linde’s project coming up in the Middle Eastern countries. Several others in the field too are experiencing similar buoyancy.
On the ship manning and management front, Capt SC Sood of IMS Ship Management points out that with the demand for oil going down the need for tankers and FPSO would decline. “One comforting feature will be that the shortage of marine officers will vanish and this will have a direct impact on their wages which will come down drastically,” he says. “No doubt ship manning companies will have to cut corners and training institutes will see a drop in candidates enrolling too. Development of infrastructure will however have to continue.” He sees a boom in dredging moving onto a higher trajectory. In this regard he is in the process of floating a dredging company, IMS Infrastructure Ltd which will focus on dredging operations.
On the ship building front a pall of gloom has settled on the overseas ship building giants with plenty of cancellations having taken place although it has not yet happened here in India. At least this is one consolation that our country is not in the forefront of ship building activity to suffer any major loss. Amid this crisis in the foreign shipping industry, new building activity has almost vanished. Long gone are the days of dry bulk ship owners being turned down by yards, which opted to fill their berths with more profit making types of vessels. Now shipyards are on the opposite end, uncertain even about the outcome of their current huge order books.
Capt Sood stated that Korea Times reported that the country’s shipbuilding industry may soon be heading for a downturn. For instance the world’s leading yard, Hyundai Heavy Industries booked just 20 ship orders in the third quarter, excluding those received by its affiliates. This represents a drop of 52.3%. Samsung Heavy has suffered a 40% drop while the recently sold Daewoo Shipbuilding didn’t report any new orders in the last two months. Kroean “The Korean government is likely to subsidise their shipyards to overcome the effects of order cancellation and losses,” Capt Sood stated.
India could miss the export target of $ 200 bn (Rs 9.8 trillion) set by the government in the current fiscal, with weakening global demand starting to affect overseas shipments. But exports have grown 10.4% to $13.7 bn. Mr. G K. Gupta, President of the Federation of Indian Export Organisations (FIEO). “Also, demand for Indians products has declined due to a slowdown in the US and European markets.” Imports during September grew 43.3% to $24.4 billion.”
“Higher volumes of imports due to increasing domestic demand for consumption as well as refining for export purposes have also pushed up oil import bill,” said a petroleum ministry official, asking not to be named.
Indian ships carry only 12% of the country’s international trade. Would Indian ship owners think of making a turnaround and take more Indian cargo to assuage the likely decline in shipping trade happening overseas.
Hope is writ large all around, with what is being considered as a positive outcome of the US elections with Barack Obama making history. The US president-elect is expected to bolster measures to overcome recession in the world’s biggest economy. Significantly, the return of investments into India is expected to benefit the rupee. The strengthening of the rupee and prices of crude oil coming down are their certain expectations. Efforts are underway in various financial capitals of the world to contain the meltdown while the Indian government is making all efforts to isolate the country’s economy from the shattering effect of the global financial crisis.
Despite the global economic gloom, the Shipping Corporation of India (SCI) the largest shipping company in the country, managing 81 ships plans to add 69 ships to its fleet over the next five years at an estimated cost of $ 20 bn. This would double its fleet strength from five mn DWT now to 10 mn DWT. It has already placed orders for 29 ships and invited bids for another 40 vessels. Yet more dramatic is the company’s September quarter result which netted sales at Rs 1184.65 crore as against Rs 868.88 crore for the same quarter in the last year. The profits jumped to Rs 274.88 crore against Rs 182.31 crore for the same period in the previous year.
Other shipping companies have also done tremendously well. Over the same period, Great Eastern Shipping, India’s largest private shipping company registered a net profit growth of 48% from Rs 342.79 crore to Rs 506.15 crore. Varun Shipping, the oil and gas shipping giant of India for the same period declared its quarterly net profits at Rs 44.27 crore compared to Rs 15.37 crore a year ago. Mercator too yielded massive profits of Rs 104.96 crore versus Rs 90.54 crore earlier.
Logistics companies too are cheerful about their overall performance. Allcargo Global Logistics Ltd has reported a whopping 151 per cent growth in net profit at Rs 47.4 crore (Rs 18.9 crore) for the third quarter (July-September) of the current calendar year (which is its fiscal year). The growth in net sales during the period was 56.3 per cent at Rs 631.5 crore (Rs 403.9 crore).
Sahil Freight Express Pvt. Ltd., India’s leading logistics player has stormed on to the global scene acquiring the entire operations of U-Freight in Colombo and is now getting set to open its own office in Dubai. The company has been appointed to handle all of Linde’s project equipment including heavy lift and over dimensional cargo being supplied to various Indian companies as well as Linde’s project coming up in the Middle Eastern countries. Several others in the field too are experiencing similar buoyancy.
On the ship manning and management front, Capt SC Sood of IMS Ship Management points out that with the demand for oil going down the need for tankers and FPSO would decline. “One comforting feature will be that the shortage of marine officers will vanish and this will have a direct impact on their wages which will come down drastically,” he says. “No doubt ship manning companies will have to cut corners and training institutes will see a drop in candidates enrolling too. Development of infrastructure will however have to continue.” He sees a boom in dredging moving onto a higher trajectory. In this regard he is in the process of floating a dredging company, IMS Infrastructure Ltd which will focus on dredging operations.
On the ship building front a pall of gloom has settled on the overseas ship building giants with plenty of cancellations having taken place although it has not yet happened here in India. At least this is one consolation that our country is not in the forefront of ship building activity to suffer any major loss. Amid this crisis in the foreign shipping industry, new building activity has almost vanished. Long gone are the days of dry bulk ship owners being turned down by yards, which opted to fill their berths with more profit making types of vessels. Now shipyards are on the opposite end, uncertain even about the outcome of their current huge order books.
Capt Sood stated that Korea Times reported that the country’s shipbuilding industry may soon be heading for a downturn. For instance the world’s leading yard, Hyundai Heavy Industries booked just 20 ship orders in the third quarter, excluding those received by its affiliates. This represents a drop of 52.3%. Samsung Heavy has suffered a 40% drop while the recently sold Daewoo Shipbuilding didn’t report any new orders in the last two months. Kroean “The Korean government is likely to subsidise their shipyards to overcome the effects of order cancellation and losses,” Capt Sood stated.
India could miss the export target of $ 200 bn (Rs 9.8 trillion) set by the government in the current fiscal, with weakening global demand starting to affect overseas shipments. But exports have grown 10.4% to $13.7 bn. Mr. G K. Gupta, President of the Federation of Indian Export Organisations (FIEO). “Also, demand for Indians products has declined due to a slowdown in the US and European markets.” Imports during September grew 43.3% to $24.4 billion.”
“Higher volumes of imports due to increasing domestic demand for consumption as well as refining for export purposes have also pushed up oil import bill,” said a petroleum ministry official, asking not to be named.
Indian ships carry only 12% of the country’s international trade. Would Indian ship owners think of making a turnaround and take more Indian cargo to assuage the likely decline in shipping trade happening overseas.
Monday 3 November, 2008
Vacancies for the week: Nov 03, 2008
Hind Offshore
Offshore Fleet
Masters(FG/NCV), Chief Off (FG/NCV), Chief Eng (MEO CL-I), 2nd Eng (MEO CL-II), MEO CL-IV (NCV,FG), Second Off, NWKO (NCV), NWKO – Part – A, Accomidation Barge Master, Mechanics, Radio Officers (GMDSS/GOC), Electrical Engineers, Crane Operator (Grade I&II), Medic (MBBS), Helicopter Landing Officer, Anchor handler For AHTS, Marine Store Keepers Degree/ Diploma in Mechanical Engg, Welder (with 6G&9G Cert), Marine Safety Officer with DIP.In Fire & Safety Also Preferably Having H.L.O Cert.MEO Class I/Class II/ClassIV (Onshore Jobs at Mumbai/China)
email: anthony@hindoffshore.com
Naavex Marine Services
Liberian Flag Tanker Fleet:
Master (With Bitumen Experience)- 4 nos, Chief Officer – 2 Nos, 2nd Officers- 3 Nos, Chief Engineer-3 Nos, 2nd Engineers-2 Nos, 3rd Engineers -2 Nos
Urgently Require for Officers & Ranks With Exp, On Permanent Rotation Basis:
Master-4 Nos, Deck Officers-4 nos, Chief Engineer-4 Nos, 2nd Engineer-4 Nos, ABS & Oilers (with W/K)- 4 Nos
Other Ranks May also Apply
Tel: +91-022-26736611/ 55
email:mumbai@naavexmarine.com
The Great Eastern Shipping Co. Ltd
Suezmax Tankers:Master, Chief Off, Chief Eng
2nd Eng & Electrical Off
LPG Vessel:Master, Chief Off, 2nd Off
3rd Off, Chief Engineer, 2nd Eng, 3rd Eng, Electrical Off
Crude & Product Tankers:
Master, Chief Off, 2nd Off
3rd Off, Chief Eng, 2nd Eng
3rd Eng, 4th Eng, Electrical Off
Handymax & Capesize:
Master, Chief Off, 2nd Off
3rd Off, Chief Eng, 2nd Eng
3rd Eng, 4th Eng, Electrical Off
Tel: +91-022-66613113
email: fleet@greatship.com
IMC Shipping Company Pte. Ltd
Chemical & Product Tanker
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Offs, Engine Fitters, Pumpman
Panamax Supramax Bulk Carriers
Chief Off, 2nd Off, Chief Eng, 2nd Eng, 3rd Eng, Electrical Offs, Engine Fitters, Deck Fitters
Welders & Fitters
With 24 months seatime and 6G Welders test approved classification
Tel: +91-22-66910645 / 46/ 49
E-mail: resume@sunshipindia.com
Oceanic Venture Shipping Pvt. Ltd
New Built Product Tanker:
Chief Off, 2nd Off, 3rd Off , Chief Eng, 2nd Eng & Electrical Officer, Fitter
For Gulf General Cargo/ Container Vessel
Master, Chief Off, Chief Eng, 2nd Officer, 3rd Officer 2nd Eng, 3rd Eng, 4th Eng, Deck Cadet, Electrician, Cook, G.S
Deck Cadets & TME
E-mail: admin@ovshipping.net/ info@ovshipping.net
Mr. A.L Thomas +91-986934022
Five Star Bulk Carriers Pvt. Ltd
Panamax & Handysize Bulk Carrier:
Master, Chief Off, 2nd Eng, 4th Eng
Tel: +91-022-40004000
email: contact@fivestar.com
RBR Shipping & Logistic
Panamax Flag Foreign Trading Vessel
Master, Chief Off, 2nd Off, Junior Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, E/O, Bosun, AB, Oiler
For OSV
Radio Officer, Electrical Officer, Cook, GS, Bosun, AB, Oiler, Fitter, Deck-Engine Cadets, OS
Tel: 022-67124179
E-mail: rbrshipping@rediffmail.com
Geepee Shipping Agencies Pvt. Ltd
Handy Size & Bulk Carriers:
Chief Off, Chief Eng
2nd Eng, 2nd Off, 3rd Off, 3rd Eng
Panama Flag Vessel:
Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng & 3rd Eng
Tel: +91-022-22873574/ 77/ 87
email: gpship@vsnl.com
Bibby International Services
Our Present Requirment:
Chief Eng, 2nd Eng, 3rd Engineer, Chief Officer, 2nd Off
Required DPO’s& Senior DPO’s:
DPI/II AHTS, DPII PSV, DPII PSV, DPII/ III DSV
Require Electrician/ ETO’s:
AHTSv, DPII DSV, DPI AHTS
For Offshore Vessels/AHTSV/PSV:
Master, Chief Mate, 2nd Mate, Chief Eng, 2nd Eng, 3rd Eng, Electrician (NCV/ H/T, COS holders may apply)
For Drillships(Short Contract):
2nd Eng, Tool Pusher, Driller, Medic, Mechanic, Chief Mechanic, Electrician, Electro Technician, Crane Operator.
For MSV:
Medic & Winch Operator
For FPSO:
Electrical Officer
Tel: +91-022-26732628
email: enquiries@bis-india.com
Exmar Shipmanagement India Pvt. Ltd
Ref.LPG Fleet:
2nd Off, 3rd Off, Chief Eng,2nd Eng, 3rd Eng, 4th Eng
Electrical Officer
Tel: +91-022-22640226/ 27/ 28
email: info@shipmanagement.exmar.in
Wallem Shipmanagement Ltd (Hongkong)
Tanker, Container, PCC, Reefer
Chief Off, Chief Eng, 2nd Eng, Electrical Eng, TRO
ChemicalTanker
Chief Off, Chief Eng, 2nd Eng, Electrical Eng, TRO
Tel: +91-022-40432346
email: wsmhkfp@wallem.com
Fleet Management Ltd
New Chemical Tanker
All Ranks
Oil Tanker
2nd Off , 3rd Off
Bulk Carrier & Cape Size Bulk Carrier
Master , Chief Off
Manning SuperintendentProject Manager
Technical Superintendent
Naval Architect
Senior Executive- Sourcing/ Recruitment Cell
Execuive – Documentation & Communication
Tel: +91-022-67926100
email: FLEET-IN-BOM-MANNING@fleetship.com
Pentagon Marine Services Pvt. Ltd
Chemical Vessel:
Master, C/O, 2/O, 3/O,2/E, 3/E, 4/E, ELO, Bsoun, Fitter, Oiler
Petro Chemical Tankers
Master,C/O, 2/E, 2/O, ELO, Fitter, Bosun, Pumpman, Ch Cook
For Bulk Carrier
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, ELO
For Dredger
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng & ELO
Panama Vessel
Chief Off, Chief Eng, 2nd Eng, ELO, Oiler, Fitter
For Bunker Supply Vessel
All Officer Ranks & Pumpman
Require Officers & Crew
For New Takeover Petro Chemical Tanker
Tel: +91-022-22620094
email: careers@pentagonmarine.com
Cenmar Maritime Agencies
For Crude Oil Tankers:
Chief Eng, Chief Off & 2nd Eng
Also Require: Master, 2nd Off, 3rd Off, 3rd Eng, 4th Eng
Tel: +91-022-22022278/ 79
Dynacom Tankers Management Limited
Master, Chief Off, Chief Eng, Ad. Chief Off, 3rd Eng, 2nd Off, 3rd Off, 4th Eng, Electrical Off
Tel: 022-2834 7349/ 2834 7294
email: resume@dynacomindia.com
Crew Management Services (India) Pvt. Ltd
Chemical/ Aframax & Product Tankers
Master, Chief Off, Chief Eng, 2nd Eng (with Petroleum + Chemical DCE)
Panamax Type Geared & Gearless Bulk Carriers & Mega Cointainers
Master, C/O, 2/O, 3/O, C/E, 2/E, 3/E, 4/E, E/O
Mini Bulk Carriers
Master, C/O, 2/O, Radio Off, C/E, 2/E, 3/E
Tel: +91-022-67041250/ 1251
email: mumbai@crewships.com / eperis@crewships.com
World Tankers Management Pte. Ltd
Oil Tankers
Master, 2nd Officers, 3rd Eng, 3rd Officer, Electrical Pumpman, Junior Eng, Oiler, Able Seamen
Tel: +91-022-22842860
email: wdtank@vsnl.com
Orient Ship Management Pvt. Ltd
For Cape Size Bulk Carrier
2nd Eng
For New Built Cointainer Vessel
Chief Officer
For Panamax Bulk Carrier
2nd Eng
Tel: +91 – 9322287363
email: orient@bom4.vsnl.net.in / osm@mtnl.net.in
Orient Express Ship Management
LNG Vessel & Chemical Tankers
Masters, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng & Electrical Off
VLCC
Master, Chief Off, Electrical Off, 2nd Eng, Jr. Eng
Tel: +91-022-67536200
email: cv@oesm.co.in
Ofer Ships Management India Pvt. Ltd
Container & Bulk Carriers
Masters, Chief Engs, Chief Offs,1st Asst Eng, 2nd Off, 2nd Asst Eng, 3rd Off, 3rd Asst Eng & Electrical Off
Tel: +91-022-67701461
E-mail: crew@oferb.co.in
Udya Shipping
For OSVs& AHTS
Masters, Chief Offs, 2nd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Off & All Ratings
For DPI (AHTS&PSV) & DP II(AHTS&DSV)
Master DPO, Sr. DPO, Chief Off DPO, 2nd Off DPO, Chief Eng, 2nd Eng, 3rd Eng, ETO
For OSV/AHTS/TUG BOAT/DREDGERS
Tug Master, Tug Eng, Dredger Master, Dredger Off, Dredger 1st Eng, Oilers, AB’s, Fitter (with WK cert’s) Cook
For Accomidation Barge
Barge Masters, Asst. Barge Master, Barge Eng, Radio Off, Safety Off, Reefer Eng, AC Technician, Mechanic Fitter, Crane Operator, Deck Foreman, Rigger
Oceana Mhatre Ship Management
For Cruise Liner Ship Merchant Navyat I.T.FCo
Electrician, Welder, Plumber, Messboy, Deck & Engine Cadets, Seaman, Oiler, Fitter, Cooks, Utility Boy, Steward, Cooks, Laundry Boy, Barker all categories
Tel: +91 93222 34394/
93239 24126
E-mail: oceana.mhatre@yahoo.com
OCS Services Group
VLCC’s:
Master, Chief Off, 2nd Off, 3rd Off, & 4th Eng
Aframax Tanker:
2nd Off, 3rd Off, Chief Eng
FPSO (urgently required)
Mooring Master, Chief Off & 3rd Eng
Panamax Bulk Carriers:
Chief Off, Chief Eng & 2nd Eng
DPII- FPSO(Urgently Require)
Senior DPO, Jr.DPO, Master, Chief Off, 2nd Off
Require for Shore Job
Marine Personnel Off, Technical Superintendent
Tel:+91-022-26744447/ 48/ 49
Fax: nsmbombay@nortrans.co.in
V Ships
VLCC’s
All Ranks
Chemical Tankers
All Ranks (New Yard Building)
Bulk Carriers
2nd Eng & 3rd Eng
Tel: +91-022-40013300/ 3393
E-Mail: bombay@vships.com
Anglo Eastern Ship Mgmt Ltd
Oil/ Chemical/ LPG Carrier
All Officers & Engineers
Tel: 022-66670180
Email: manning@angloeasterngroup.com
Best Regards
Editor
For Shipping Today
www.shippingtoday.net
www.eshippingtoday.com- E-paper (exact replica of the magazine)
Offshore Fleet
Masters(FG/NCV), Chief Off (FG/NCV), Chief Eng (MEO CL-I), 2nd Eng (MEO CL-II), MEO CL-IV (NCV,FG), Second Off, NWKO (NCV), NWKO – Part – A, Accomidation Barge Master, Mechanics, Radio Officers (GMDSS/GOC), Electrical Engineers, Crane Operator (Grade I&II), Medic (MBBS), Helicopter Landing Officer, Anchor handler For AHTS, Marine Store Keepers Degree/ Diploma in Mechanical Engg, Welder (with 6G&9G Cert), Marine Safety Officer with DIP.In Fire & Safety Also Preferably Having H.L.O Cert.MEO Class I/Class II/ClassIV (Onshore Jobs at Mumbai/China)
email: anthony@hindoffshore.com
Naavex Marine Services
Liberian Flag Tanker Fleet:
Master (With Bitumen Experience)- 4 nos, Chief Officer – 2 Nos, 2nd Officers- 3 Nos, Chief Engineer-3 Nos, 2nd Engineers-2 Nos, 3rd Engineers -2 Nos
Urgently Require for Officers & Ranks With Exp, On Permanent Rotation Basis:
Master-4 Nos, Deck Officers-4 nos, Chief Engineer-4 Nos, 2nd Engineer-4 Nos, ABS & Oilers (with W/K)- 4 Nos
Other Ranks May also Apply
Tel: +91-022-26736611/ 55
email:mumbai@naavexmarine.com
The Great Eastern Shipping Co. Ltd
Suezmax Tankers:Master, Chief Off, Chief Eng
2nd Eng & Electrical Off
LPG Vessel:Master, Chief Off, 2nd Off
3rd Off, Chief Engineer, 2nd Eng, 3rd Eng, Electrical Off
Crude & Product Tankers:
Master, Chief Off, 2nd Off
3rd Off, Chief Eng, 2nd Eng
3rd Eng, 4th Eng, Electrical Off
Handymax & Capesize:
Master, Chief Off, 2nd Off
3rd Off, Chief Eng, 2nd Eng
3rd Eng, 4th Eng, Electrical Off
Tel: +91-022-66613113
email: fleet@greatship.com
IMC Shipping Company Pte. Ltd
Chemical & Product Tanker
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Offs, Engine Fitters, Pumpman
Panamax Supramax Bulk Carriers
Chief Off, 2nd Off, Chief Eng, 2nd Eng, 3rd Eng, Electrical Offs, Engine Fitters, Deck Fitters
Welders & Fitters
With 24 months seatime and 6G Welders test approved classification
Tel: +91-22-66910645 / 46/ 49
E-mail: resume@sunshipindia.com
Oceanic Venture Shipping Pvt. Ltd
New Built Product Tanker:
Chief Off, 2nd Off, 3rd Off , Chief Eng, 2nd Eng & Electrical Officer, Fitter
For Gulf General Cargo/ Container Vessel
Master, Chief Off, Chief Eng, 2nd Officer, 3rd Officer 2nd Eng, 3rd Eng, 4th Eng, Deck Cadet, Electrician, Cook, G.S
Deck Cadets & TME
E-mail: admin@ovshipping.net/ info@ovshipping.net
Mr. A.L Thomas +91-986934022
Five Star Bulk Carriers Pvt. Ltd
Panamax & Handysize Bulk Carrier:
Master, Chief Off, 2nd Eng, 4th Eng
Tel: +91-022-40004000
email: contact@fivestar.com
RBR Shipping & Logistic
Panamax Flag Foreign Trading Vessel
Master, Chief Off, 2nd Off, Junior Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, E/O, Bosun, AB, Oiler
For OSV
Radio Officer, Electrical Officer, Cook, GS, Bosun, AB, Oiler, Fitter, Deck-Engine Cadets, OS
Tel: 022-67124179
E-mail: rbrshipping@rediffmail.com
Geepee Shipping Agencies Pvt. Ltd
Handy Size & Bulk Carriers:
Chief Off, Chief Eng
2nd Eng, 2nd Off, 3rd Off, 3rd Eng
Panama Flag Vessel:
Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng & 3rd Eng
Tel: +91-022-22873574/ 77/ 87
email: gpship@vsnl.com
Bibby International Services
Our Present Requirment:
Chief Eng, 2nd Eng, 3rd Engineer, Chief Officer, 2nd Off
Required DPO’s& Senior DPO’s:
DPI/II AHTS, DPII PSV, DPII PSV, DPII/ III DSV
Require Electrician/ ETO’s:
AHTSv, DPII DSV, DPI AHTS
For Offshore Vessels/AHTSV/PSV:
Master, Chief Mate, 2nd Mate, Chief Eng, 2nd Eng, 3rd Eng, Electrician (NCV/ H/T, COS holders may apply)
For Drillships(Short Contract):
2nd Eng, Tool Pusher, Driller, Medic, Mechanic, Chief Mechanic, Electrician, Electro Technician, Crane Operator.
For MSV:
Medic & Winch Operator
For FPSO:
Electrical Officer
Tel: +91-022-26732628
email: enquiries@bis-india.com
Exmar Shipmanagement India Pvt. Ltd
Ref.LPG Fleet:
2nd Off, 3rd Off, Chief Eng,2nd Eng, 3rd Eng, 4th Eng
Electrical Officer
Tel: +91-022-22640226/ 27/ 28
email: info@shipmanagement.exmar.in
Wallem Shipmanagement Ltd (Hongkong)
Tanker, Container, PCC, Reefer
Chief Off, Chief Eng, 2nd Eng, Electrical Eng, TRO
ChemicalTanker
Chief Off, Chief Eng, 2nd Eng, Electrical Eng, TRO
Tel: +91-022-40432346
email: wsmhkfp@wallem.com
Fleet Management Ltd
New Chemical Tanker
All Ranks
Oil Tanker
2nd Off , 3rd Off
Bulk Carrier & Cape Size Bulk Carrier
Master , Chief Off
Manning SuperintendentProject Manager
Technical Superintendent
Naval Architect
Senior Executive- Sourcing/ Recruitment Cell
Execuive – Documentation & Communication
Tel: +91-022-67926100
email: FLEET-IN-BOM-MANNING@fleetship.com
Pentagon Marine Services Pvt. Ltd
Chemical Vessel:
Master, C/O, 2/O, 3/O,2/E, 3/E, 4/E, ELO, Bsoun, Fitter, Oiler
Petro Chemical Tankers
Master,C/O, 2/E, 2/O, ELO, Fitter, Bosun, Pumpman, Ch Cook
For Bulk Carrier
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, ELO
For Dredger
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng & ELO
Panama Vessel
Chief Off, Chief Eng, 2nd Eng, ELO, Oiler, Fitter
For Bunker Supply Vessel
All Officer Ranks & Pumpman
Require Officers & Crew
For New Takeover Petro Chemical Tanker
Tel: +91-022-22620094
email: careers@pentagonmarine.com
Cenmar Maritime Agencies
For Crude Oil Tankers:
Chief Eng, Chief Off & 2nd Eng
Also Require: Master, 2nd Off, 3rd Off, 3rd Eng, 4th Eng
Tel: +91-022-22022278/ 79
Dynacom Tankers Management Limited
Master, Chief Off, Chief Eng, Ad. Chief Off, 3rd Eng, 2nd Off, 3rd Off, 4th Eng, Electrical Off
Tel: 022-2834 7349/ 2834 7294
email: resume@dynacomindia.com
Crew Management Services (India) Pvt. Ltd
Chemical/ Aframax & Product Tankers
Master, Chief Off, Chief Eng, 2nd Eng (with Petroleum + Chemical DCE)
Panamax Type Geared & Gearless Bulk Carriers & Mega Cointainers
Master, C/O, 2/O, 3/O, C/E, 2/E, 3/E, 4/E, E/O
Mini Bulk Carriers
Master, C/O, 2/O, Radio Off, C/E, 2/E, 3/E
Tel: +91-022-67041250/ 1251
email: mumbai@crewships.com / eperis@crewships.com
World Tankers Management Pte. Ltd
Oil Tankers
Master, 2nd Officers, 3rd Eng, 3rd Officer, Electrical Pumpman, Junior Eng, Oiler, Able Seamen
Tel: +91-022-22842860
email: wdtank@vsnl.com
Orient Ship Management Pvt. Ltd
For Cape Size Bulk Carrier
2nd Eng
For New Built Cointainer Vessel
Chief Officer
For Panamax Bulk Carrier
2nd Eng
Tel: +91 – 9322287363
email: orient@bom4.vsnl.net.in / osm@mtnl.net.in
Orient Express Ship Management
LNG Vessel & Chemical Tankers
Masters, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng & Electrical Off
VLCC
Master, Chief Off, Electrical Off, 2nd Eng, Jr. Eng
Tel: +91-022-67536200
email: cv@oesm.co.in
Ofer Ships Management India Pvt. Ltd
Container & Bulk Carriers
Masters, Chief Engs, Chief Offs,1st Asst Eng, 2nd Off, 2nd Asst Eng, 3rd Off, 3rd Asst Eng & Electrical Off
Tel: +91-022-67701461
E-mail: crew@oferb.co.in
Udya Shipping
For OSVs& AHTS
Masters, Chief Offs, 2nd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Off & All Ratings
For DPI (AHTS&PSV) & DP II(AHTS&DSV)
Master DPO, Sr. DPO, Chief Off DPO, 2nd Off DPO, Chief Eng, 2nd Eng, 3rd Eng, ETO
For OSV/AHTS/TUG BOAT/DREDGERS
Tug Master, Tug Eng, Dredger Master, Dredger Off, Dredger 1st Eng, Oilers, AB’s, Fitter (with WK cert’s) Cook
For Accomidation Barge
Barge Masters, Asst. Barge Master, Barge Eng, Radio Off, Safety Off, Reefer Eng, AC Technician, Mechanic Fitter, Crane Operator, Deck Foreman, Rigger
Oceana Mhatre Ship Management
For Cruise Liner Ship Merchant Navyat I.T.FCo
Electrician, Welder, Plumber, Messboy, Deck & Engine Cadets, Seaman, Oiler, Fitter, Cooks, Utility Boy, Steward, Cooks, Laundry Boy, Barker all categories
Tel: +91 93222 34394/
93239 24126
E-mail: oceana.mhatre@yahoo.com
OCS Services Group
VLCC’s:
Master, Chief Off, 2nd Off, 3rd Off, & 4th Eng
Aframax Tanker:
2nd Off, 3rd Off, Chief Eng
FPSO (urgently required)
Mooring Master, Chief Off & 3rd Eng
Panamax Bulk Carriers:
Chief Off, Chief Eng & 2nd Eng
DPII- FPSO(Urgently Require)
Senior DPO, Jr.DPO, Master, Chief Off, 2nd Off
Require for Shore Job
Marine Personnel Off, Technical Superintendent
Tel:+91-022-26744447/ 48/ 49
Fax: nsmbombay@nortrans.co.in
V Ships
VLCC’s
All Ranks
Chemical Tankers
All Ranks (New Yard Building)
Bulk Carriers
2nd Eng & 3rd Eng
Tel: +91-022-40013300/ 3393
E-Mail: bombay@vships.com
Anglo Eastern Ship Mgmt Ltd
Oil/ Chemical/ LPG Carrier
All Officers & Engineers
Tel: 022-66670180
Email: manning@angloeasterngroup.com
Best Regards
Editor
For Shipping Today
www.shippingtoday.net
www.eshippingtoday.com- E-paper (exact replica of the magazine)
Monday 20 October, 2008
India Shipping Summit provides a forum
The fourth Shipping summit held at the Grand Hyatt, Mumbai on September 29 to October 01, 2008 took forward the debate on India’s future as a global maritime player, factoring in a range of issues that highlighted the role of the government; finance for Indian owners; opportunities presented by India’s gas and oil exploration programme; the growing manning crisis and the continuing challenges of delivering world class maritime infrastructure.
A.P.V.N. Sarma, Shipping Secretary, Government of India the chief guest at the conference stated that out of the 111 projects planned under the National Maritime Development Programme involving an investment of Rs 44,535 crore over a 10-year period two have so far been implemented and 39 more are nearing completion. “Expressions of interest have been invited for setting up two international size shipyards one on each coast,” he said. “The government has also relaxed the cabotage law to encourage global cruise operators to do the coastal legs without hassle. To harness the natural resources of inland waterways the government is concentrating on making the existing three National Waterways fully functional and is in the process of introducing a bill to declare three new National Waterways.”
It is the most opportune time to give a fillip to the Indian fleet, according to S. Hajara, Chairman and Managing Director of Shipping Corporation of India. “Though 100 per cent FDI is allowed in shipping, not a single dollar in investment has come in,” he pointed out. “As the Indian economy is growing and will continue to grow in the years to come the prospects for the shipping industry are really bright.”
Adding to India’s maritime success story, Rajeev Gupta, Joint Secretary, Shipping, Government of India, declared that the Indian fleet would soon be crossing the 10 million mark. Nevertheless, he was in agreement that the industry did face several hurdles including taxes, manpower shortage, etc. which came in the way of acquiring a level playing field. “To encourage more youngsters into seafaring we will make things easier so that they do not have to undergo the present tedious examination system. We are encouraging coastal shipping and with several thermal power plants coming up all over the country the need for coal imports is mind boggling. So I call upon the industry to take advantage of the growing opportunities.”
Being a small player, India’s share of ship building amounted to a mere 1% of the international ship building activity, as pointed out by Ray Stewart, CEO of Pipavav Shipyard. He underscored the fact that it was lower cost of labour that made the Japanese No. 1 in ship building in the 60s. But then Korea and China took over in the 70s. “And now it is clearly India’s turn having the upper hand to become a ship building power,” he ascertained. “By 2017 ship building will generate employment for 2.5 million people in India.”
To make it a reality he confirmed that it would be necessary for the government to reinstate the 30 per cent subsidy on ship building that was introduced in 2001, but was discontinued on August 14, 2007. “What is most peculiar is that there are no measures to encourage Indian ship owners to place orders with Indian ship yards. It actually turns out to be much more expensive for them to get their ships built here,” Mr. Stewart deplored.
"We need out-of-the-box thinking to develop maritime infrastructure in the country, otherwise the demand-supply gap will remain," pointed out Arvind Bhatnagar, CEO of Gateway Terminals India. Formulation of new PPP models, availability of loans at special rates, tax benefits for infrastructure developers and reduced Customs duty on equipment imports were some of the initiatives/incentives that could be considered, he observed.
“The need of the hour for ensuring that ship building activity moves on to a higher trajectory is by ensuring an integrated maritime plan with government support for encouraging Indian ship owners to place orders with Indian shipyards and to encourage indigenous marine ancillary equipment industry,” said Mr. Stewart.
"We need to educate the people in Delhi about what shipbuilding is,” stated Vijay Kumar, Director of Bharati Shipyard. “It was only in 2002 that the private sector was given any kind of support by the government. There are huge investment opportunities out there that will give massive returns in a very few years. But official support is crucial to get these off the ground. The government can earn back what it gives, besides gaining colossal profits within 20 years. This industry has lots to offer. It’s time everyone saw this."
In summation, Rajneesh Gupta, Director – Ship building, Department of Shipping, Union Ministry of Shipping speaking on behalf of the government stated, “We need to interact constantly between both the private and public sectors. I don’t see anyone interacting with the government at any level not even with us or the ministry of finance. If you want to bring in changes you’ve got to interact, make presentations and disseminate information at different levels of the ministries. Policy makers need to be upgraded. Why wait for Seatrade Summits to take place to speak your minds?”
A.P.V.N. Sarma, Shipping Secretary, Government of India the chief guest at the conference stated that out of the 111 projects planned under the National Maritime Development Programme involving an investment of Rs 44,535 crore over a 10-year period two have so far been implemented and 39 more are nearing completion. “Expressions of interest have been invited for setting up two international size shipyards one on each coast,” he said. “The government has also relaxed the cabotage law to encourage global cruise operators to do the coastal legs without hassle. To harness the natural resources of inland waterways the government is concentrating on making the existing three National Waterways fully functional and is in the process of introducing a bill to declare three new National Waterways.”
It is the most opportune time to give a fillip to the Indian fleet, according to S. Hajara, Chairman and Managing Director of Shipping Corporation of India. “Though 100 per cent FDI is allowed in shipping, not a single dollar in investment has come in,” he pointed out. “As the Indian economy is growing and will continue to grow in the years to come the prospects for the shipping industry are really bright.”
Adding to India’s maritime success story, Rajeev Gupta, Joint Secretary, Shipping, Government of India, declared that the Indian fleet would soon be crossing the 10 million mark. Nevertheless, he was in agreement that the industry did face several hurdles including taxes, manpower shortage, etc. which came in the way of acquiring a level playing field. “To encourage more youngsters into seafaring we will make things easier so that they do not have to undergo the present tedious examination system. We are encouraging coastal shipping and with several thermal power plants coming up all over the country the need for coal imports is mind boggling. So I call upon the industry to take advantage of the growing opportunities.”
Being a small player, India’s share of ship building amounted to a mere 1% of the international ship building activity, as pointed out by Ray Stewart, CEO of Pipavav Shipyard. He underscored the fact that it was lower cost of labour that made the Japanese No. 1 in ship building in the 60s. But then Korea and China took over in the 70s. “And now it is clearly India’s turn having the upper hand to become a ship building power,” he ascertained. “By 2017 ship building will generate employment for 2.5 million people in India.”
To make it a reality he confirmed that it would be necessary for the government to reinstate the 30 per cent subsidy on ship building that was introduced in 2001, but was discontinued on August 14, 2007. “What is most peculiar is that there are no measures to encourage Indian ship owners to place orders with Indian ship yards. It actually turns out to be much more expensive for them to get their ships built here,” Mr. Stewart deplored.
"We need out-of-the-box thinking to develop maritime infrastructure in the country, otherwise the demand-supply gap will remain," pointed out Arvind Bhatnagar, CEO of Gateway Terminals India. Formulation of new PPP models, availability of loans at special rates, tax benefits for infrastructure developers and reduced Customs duty on equipment imports were some of the initiatives/incentives that could be considered, he observed.
“The need of the hour for ensuring that ship building activity moves on to a higher trajectory is by ensuring an integrated maritime plan with government support for encouraging Indian ship owners to place orders with Indian shipyards and to encourage indigenous marine ancillary equipment industry,” said Mr. Stewart.
"We need to educate the people in Delhi about what shipbuilding is,” stated Vijay Kumar, Director of Bharati Shipyard. “It was only in 2002 that the private sector was given any kind of support by the government. There are huge investment opportunities out there that will give massive returns in a very few years. But official support is crucial to get these off the ground. The government can earn back what it gives, besides gaining colossal profits within 20 years. This industry has lots to offer. It’s time everyone saw this."
In summation, Rajneesh Gupta, Director – Ship building, Department of Shipping, Union Ministry of Shipping speaking on behalf of the government stated, “We need to interact constantly between both the private and public sectors. I don’t see anyone interacting with the government at any level not even with us or the ministry of finance. If you want to bring in changes you’ve got to interact, make presentations and disseminate information at different levels of the ministries. Policy makers need to be upgraded. Why wait for Seatrade Summits to take place to speak your minds?”
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