IMO secretary general Efthimios Mitropoulos has stressed the need for IMO to take action on greenhouse gases. Speaking at the start of this meeting of IMO's Sub-Committee on Fire Protection he noted that the theme for this year’s World Maritime Day is “Climate change: a challenge for IMO too!”. He said the theme was chosen by IMO's Council to give the organisation the opportunity to focus on an urgent issue of global dimensions.
He said: “I sincerely hope that the theme will galvanize intense action within IMO and the international maritime community throughout the year so that the contribution we will be able to make to the Conference scheduled to be held in Copenhagen in December to produce a new treaty instrument to succeed the 1997 Kyoto Protocol to the 1992 UN Framework Convention on Climate Change is the appropriate one, commensurate with our degree of care, concern and sensitivity about the environment – both marine and atmospheric.”
He added: “In acknowledging that climate change is a challenge for IMO too, we must seek an outcome as successful as the one we achieved last year when agreeing, unanimously, a series of drastic measures to further reduce the emission of air pollutants from ships. This time round, our endeavours should aim at adding IMO’s contribution to the world efforts to address the phenomena of climate change and global warming and thus demonstrate, once again, our undiminished determination to respond to our environmental responsibilities decisively, effectively and expeditiously. I am confident that your Sub-Committee will not shy away from adding, from its own perspective, any contribution needed to help stem those worrying phenomena.”
Turning to safety issues he said: “Environmental concerns apart, I sincerely hope that, this year, we will see a distinct improvement in the safety record of shipping and a substantial decline in the number and impact of marine casualties, which, last year, rose to an unacceptably high level. Except for cases of force majeure, the loss of lives at sea can hardly be justified nowadays and, therefore, even in the serious financial crisis and economic downturn the world is going through at the moment, any attempt to adhere to safety standards lower than the highest practicable ones IMO adopts should not be an option for anyone, just as the financial crisis should not be any excuse to slow down progress in the global efforts to stem climate change and global warming. Compromising safety – by, for example, deferring essential maintenance work or the replacement of faulty or obsolete equipment or by postponing training for officers and crew – may have catastrophic consequences, both for human lives and the marine environment, while dealing, at the same time, a strong blow to the image of the industry from which it will need great efforts and a long time to recover.”
Monday, 23 February 2009
Quality driven ‘Fleet’ on course to excellence
During the two-day Seminar, quality driven Fleet Management Ltd (FML) focused on its quest for excellence featuring its enviable track record and World Class Safety and Environment friendly systems in place. Mr. K. S. Rajvanshy, Managing Director, Fleet Management Ltd., Hong Kong significantly brought out the contributory factors that helped convert the fleet (now at over 200 in number) into a top of the line management company.
It is the company’s portfolio of services that helped it chart the path to success he pointed out. “What we do includes 3rd party technical management, lay-up solutions, insurance, inspections and condition surveys, shipboard audits, training videos, new building supervisions, special projects and IT systems all of which form the backbone of our quality system,” says Mr Rajvanshy.
A member of the Noble Group Limited, the company boasts of a multi-national crewing pool of over 7000 seafarers comprising mostly of Indians, Filipinos, Chinese and Europeans. The company’s track record is reflected by its several maritime awards for excellence including “Best Ship Manager Award during the Year 2004, consistently nominated as finalist in the Best Ship Manager Category for the last 9 years and numerous other awards for its unique Web-based Ship Management System and online training modules.
Capt Sunao Adachi, Director of MOL Tankship Management Ltd, Japan gave brief insights into the MOL and the Methanol trade. MOL holds 45% of the world’s methanol tanker share.
Making a statistical analysis of incidents, near misses, machinery failure, navigational incidents and crew injuries, Capt A. M. Karandikar, Director & General Manager, FML – Hong Kong contended that accidents will happen as soon as the regular safety barriers are removed or bypassed. “Accidents lurk around the corner waiting to happen when we least expect them,” he said. “Accidents will happen as soon as we take ‘shortcuts’ or try to achieve a routine chore a bit ‘faster’.” Using various case studies of accidents relating to navigation, crew injury, cargo damage and enclosed space, he drove home the reasons leading to the accidents and how they could have been averted.
Capt Karandikar also made presentations on ‘The Company’s MARPOL compliance Programme’ and another on ‘Obstruction of Justice and False Statements – How to avoid them.’ Talking about MARPOL he stated that the company firmly believes in protecting the environment. He disclosed the best practices that required to be adhered to for preventing pollution. Contravention of MARPOL regulations could land a person in jail he explained while giving details of the regulations prevalent in different countries with regard to MARPOL and the stringent measures taken to ensure that these are followed.
Preventing or attempting to prevent an investigation or to impede or attempt to impede or even influence or attempt to influence the course or outcome of an investigation by a government body or authority is considered obstruction of justice he said. In short it is always better to tell the truth and not to create or alter documents after the incident. “If asked to make a false statement or create / alter a document after an incident,” he said, “you must refuse to do so and report the matter to the designated person ashore.”
Continuing on a similar note Mr. Marius Schonberg, Loss Prevention Executive of GARD P & I Club, Norway, discussed the need for safety awareness and risk assessment. What contributes to risk and the type of risks involved were highlighted in his presentation. “The Rules of the Road,” he pointed out are: Navigation must at all times be in accordance with Colregs; the point of passing each other, and Ship-to-ship communication and de-conflicting. Accidents were still happening and risk assessment will help to reduce them.
Presenting the current scenario on ship acquisition and shipping, Mr Umesh Grover, Director (Technical & Offshore Services) of the Shipping Corporation of India stated, “The dry bulk market is the worst affected amongst all shipping sectors. The freight rate decline in tanker segment is relatively lower compared to dry bulk.” All this and other factors according to him clearly indicated a surplus in shipping capacity. When freight rates fall below the operating cost of the less efficient ships then it is time for such ship to be laid up. “However, the future is not as grim as might look today,” he stated.
It was return to basics with Capt M. S. Nagarajan, Director & General Manager (Tanker Team) outlining the company’s bridge procedures and passage planning to stress on maintaining ‘Navigation Safety’. Mr. Sanjay Chandra, General Manager on the other hand made references to the use of nitrogen, its pros and cons when used in different situations which he described in his talk on ‘Over pressurization of parcel tanker and maintenance of tank cleaning machines’.
There are several ways by which cargo shortage and losses can take place thus resulting in ‘Cargo Claims and Operational losses,’ as was amply brought out by Capt Anurag Sharma, Operations Superintendent of Ebony Ship Management Pvt. Ltd, Delhi. Yet another topic that educed lot of interests from the participants was the ‘Case studies of machinery breakdowns’ presented by Mr. Ajay Chaudhry, Technical Manager of Fleet Ship Management Pte Ltd, (FSMPL) Singapore (Engine). He presented details about the Root Cause Analysis and the relevant Investigation and Rectification results.
Several other topics were given indepth treatment by the speakers in their presentations. Capt Mayank Mishra, Head of Quality & Safety of FML enlightened the participants about the ‘New Regulations & Monitoring Systems for vessels calling USA, Australia, Singapore and Gulf of Aden’. Mr. Torfin Eide of Tailwind AS, Bergen, Norway touched upon ‘Credit Crunch, Customer Challenges, Climate Change and Crew Crisis’. Also topics on “Bulk Carrier Vetting & Role of Rightship”, dealt by Capt Sanjay Dhareshwar – Right Ship, Australia (non-Tanker) and ‘Vetting Inspections – Get, Set & Go’ presented by Capt A. K. Nanda – Operations Superintendent of FSMPL and ‘Scavenge Space Inspections’ explained by Mr. Sanjay Chandra were given a lucid portrayal.
Three other topics that were briefly dealt included: “An owner’s View on Fuel Quality’ presented by Capt Hans Schrijver of Vroon B.V. Breskens, Netherlands; ‘Brief Introduction to UACC’ by Capt Vikas Malhan – Operations Manager of United Arab Chemical Carrier (UACC), Dubai and ‘Discipline at Sea, Command and Management’ by Capt Zareer D. Antia – Assistant General Manager, Tata NYK Shipping (India) Pvt Ltd.
The two-day programme ended with a group workshops which offered opportunity to participants to interact so as to acquire a better understanding of the various issues that have a direct bearing on maintaining a high quality profile. The organisers hosted a cocktail dinner on the night of the first day highlights wherein long serving officers who had put in more than five-years, ten-years and more years of service were felicitated.
It is the company’s portfolio of services that helped it chart the path to success he pointed out. “What we do includes 3rd party technical management, lay-up solutions, insurance, inspections and condition surveys, shipboard audits, training videos, new building supervisions, special projects and IT systems all of which form the backbone of our quality system,” says Mr Rajvanshy.
A member of the Noble Group Limited, the company boasts of a multi-national crewing pool of over 7000 seafarers comprising mostly of Indians, Filipinos, Chinese and Europeans. The company’s track record is reflected by its several maritime awards for excellence including “Best Ship Manager Award during the Year 2004, consistently nominated as finalist in the Best Ship Manager Category for the last 9 years and numerous other awards for its unique Web-based Ship Management System and online training modules.
Capt Sunao Adachi, Director of MOL Tankship Management Ltd, Japan gave brief insights into the MOL and the Methanol trade. MOL holds 45% of the world’s methanol tanker share.
Making a statistical analysis of incidents, near misses, machinery failure, navigational incidents and crew injuries, Capt A. M. Karandikar, Director & General Manager, FML – Hong Kong contended that accidents will happen as soon as the regular safety barriers are removed or bypassed. “Accidents lurk around the corner waiting to happen when we least expect them,” he said. “Accidents will happen as soon as we take ‘shortcuts’ or try to achieve a routine chore a bit ‘faster’.” Using various case studies of accidents relating to navigation, crew injury, cargo damage and enclosed space, he drove home the reasons leading to the accidents and how they could have been averted.
Capt Karandikar also made presentations on ‘The Company’s MARPOL compliance Programme’ and another on ‘Obstruction of Justice and False Statements – How to avoid them.’ Talking about MARPOL he stated that the company firmly believes in protecting the environment. He disclosed the best practices that required to be adhered to for preventing pollution. Contravention of MARPOL regulations could land a person in jail he explained while giving details of the regulations prevalent in different countries with regard to MARPOL and the stringent measures taken to ensure that these are followed.
Preventing or attempting to prevent an investigation or to impede or attempt to impede or even influence or attempt to influence the course or outcome of an investigation by a government body or authority is considered obstruction of justice he said. In short it is always better to tell the truth and not to create or alter documents after the incident. “If asked to make a false statement or create / alter a document after an incident,” he said, “you must refuse to do so and report the matter to the designated person ashore.”
Continuing on a similar note Mr. Marius Schonberg, Loss Prevention Executive of GARD P & I Club, Norway, discussed the need for safety awareness and risk assessment. What contributes to risk and the type of risks involved were highlighted in his presentation. “The Rules of the Road,” he pointed out are: Navigation must at all times be in accordance with Colregs; the point of passing each other, and Ship-to-ship communication and de-conflicting. Accidents were still happening and risk assessment will help to reduce them.
Presenting the current scenario on ship acquisition and shipping, Mr Umesh Grover, Director (Technical & Offshore Services) of the Shipping Corporation of India stated, “The dry bulk market is the worst affected amongst all shipping sectors. The freight rate decline in tanker segment is relatively lower compared to dry bulk.” All this and other factors according to him clearly indicated a surplus in shipping capacity. When freight rates fall below the operating cost of the less efficient ships then it is time for such ship to be laid up. “However, the future is not as grim as might look today,” he stated.
It was return to basics with Capt M. S. Nagarajan, Director & General Manager (Tanker Team) outlining the company’s bridge procedures and passage planning to stress on maintaining ‘Navigation Safety’. Mr. Sanjay Chandra, General Manager on the other hand made references to the use of nitrogen, its pros and cons when used in different situations which he described in his talk on ‘Over pressurization of parcel tanker and maintenance of tank cleaning machines’.
There are several ways by which cargo shortage and losses can take place thus resulting in ‘Cargo Claims and Operational losses,’ as was amply brought out by Capt Anurag Sharma, Operations Superintendent of Ebony Ship Management Pvt. Ltd, Delhi. Yet another topic that educed lot of interests from the participants was the ‘Case studies of machinery breakdowns’ presented by Mr. Ajay Chaudhry, Technical Manager of Fleet Ship Management Pte Ltd, (FSMPL) Singapore (Engine). He presented details about the Root Cause Analysis and the relevant Investigation and Rectification results.
Several other topics were given indepth treatment by the speakers in their presentations. Capt Mayank Mishra, Head of Quality & Safety of FML enlightened the participants about the ‘New Regulations & Monitoring Systems for vessels calling USA, Australia, Singapore and Gulf of Aden’. Mr. Torfin Eide of Tailwind AS, Bergen, Norway touched upon ‘Credit Crunch, Customer Challenges, Climate Change and Crew Crisis’. Also topics on “Bulk Carrier Vetting & Role of Rightship”, dealt by Capt Sanjay Dhareshwar – Right Ship, Australia (non-Tanker) and ‘Vetting Inspections – Get, Set & Go’ presented by Capt A. K. Nanda – Operations Superintendent of FSMPL and ‘Scavenge Space Inspections’ explained by Mr. Sanjay Chandra were given a lucid portrayal.
Three other topics that were briefly dealt included: “An owner’s View on Fuel Quality’ presented by Capt Hans Schrijver of Vroon B.V. Breskens, Netherlands; ‘Brief Introduction to UACC’ by Capt Vikas Malhan – Operations Manager of United Arab Chemical Carrier (UACC), Dubai and ‘Discipline at Sea, Command and Management’ by Capt Zareer D. Antia – Assistant General Manager, Tata NYK Shipping (India) Pvt Ltd.
The two-day programme ended with a group workshops which offered opportunity to participants to interact so as to acquire a better understanding of the various issues that have a direct bearing on maintaining a high quality profile. The organisers hosted a cocktail dinner on the night of the first day highlights wherein long serving officers who had put in more than five-years, ten-years and more years of service were felicitated.
Quality driven ‘Fleet’ on course to excellence
During the two-day Seminar, quality driven Fleet Management Ltd (FML) focused on its quest for excellence featuring its enviable track record and World Class Safety and Environment friendly systems in place. Mr. K. S. Rajvanshy, Managing Director, Fleet Management Ltd., Hong Kong significantly brought out the contributory factors that helped convert the fleet (now at over 200 in number) into a top of the line management company.
It is the company’s portfolio of services that helped it chart the path to success he pointed out. “What we do includes 3rd party technical management, lay-up solutions, insurance, inspections and condition surveys, shipboard audits, training videos, new building supervisions, special projects and IT systems all of which form the backbone of our quality system,” says Mr Rajvanshy.
A member of the Noble Group Limited, the company boasts of a multi-national crewing pool of over 7000 seafarers comprising mostly of Indians, Filipinos, Chinese and Europeans. The company’s track record is reflected by its several maritime awards for excellence including “Best Ship Manager Award during the Year 2004, consistently nominated as finalist in the Best Ship Manager Category for the last 9 years and numerous other awards for its unique Web-based Ship Management System and online training modules.
Capt Sunao Adachi, Director of MOL Tankship Management Ltd, Japan gave brief insights into the MOL and the Methanol trade. MOL holds 45% of the world’s methanol tanker share.
Making a statistical analysis of incidents, near misses, machinery failure, navigational incidents and crew injuries, Capt A. M. Karandikar, Director & General Manager, FML – Hong Kong contended that accidents will happen as soon as the regular safety barriers are removed or bypassed. “Accidents lurk around the corner waiting to happen when we least expect them,” he said. “Accidents will happen as soon as we take ‘shortcuts’ or try to achieve a routine chore a bit ‘faster’.” Using various case studies of accidents relating to navigation, crew injury, cargo damage and enclosed space, he drove home the reasons leading to the accidents and how they could have been averted.
Capt Karandikar also made presentations on ‘The Company’s MARPOL compliance Programme’ and another on ‘Obstruction of Justice and False Statements – How to avoid them.’ Talking about MARPOL he stated that the company firmly believes in protecting the environment. He disclosed the best practices that required to be adhered to for preventing pollution. Contravention of MARPOL regulations could land a person in jail he explained while giving details of the regulations prevalent in different countries with regard to MARPOL and the stringent measures taken to ensure that these are followed.
Preventing or attempting to prevent an investigation or to impede or attempt to impede or even influence or attempt to influence the course or outcome of an investigation by a government body or authority is considered obstruction of justice he said. In short it is always better to tell the truth and not to create or alter documents after the incident. “If asked to make a false statement or create / alter a document after an incident,” he said, “you must refuse to do so and report the matter to the designated person ashore.”
Continuing on a similar note Mr. Marius Schonberg, Loss Prevention Executive of GARD P & I Club, Norway, discussed the need for safety awareness and risk assessment. What contributes to risk and the type of risks involved were highlighted in his presentation. “The Rules of the Road,” he pointed out are: Navigation must at all times be in accordance with Colregs; the point of passing each other, and Ship-to-ship communication and de-conflicting. Accidents were still happening and risk assessment will help to reduce them.
Presenting the current scenario on ship acquisition and shipping, Mr Umesh Grover, Director (Technical & Offshore Services) of the Shipping Corporation of India stated, “The dry bulk market is the worst affected amongst all shipping sectors. The freight rate decline in tanker segment is relatively lower compared to dry bulk.” All this and other factors according to him clearly indicated a surplus in shipping capacity. When freight rates fall below the operating cost of the less efficient ships then it is time for such ship to be laid up. “However, the future is not as grim as might look today,” he stated.
It was return to basics with Capt M. S. Nagarajan, Director & General Manager (Tanker Team) outlining the company’s bridge procedures and passage planning to stress on maintaining ‘Navigation Safety’. Mr. Sanjay Chandra, General Manager on the other hand made references to the use of nitrogen, its pros and cons when used in different situations which he described in his talk on ‘Over pressurization of parcel tanker and maintenance of tank cleaning machines’.
There are several ways by which cargo shortage and losses can take place thus resulting in ‘Cargo Claims and Operational losses,’ as was amply brought out by Capt Anurag Sharma, Operations Superintendent of Ebony Ship Management Pvt. Ltd, Delhi. Yet another topic that educed lot of interests from the participants was the ‘Case studies of machinery breakdowns’ presented by Mr. Ajay Chaudhry, Technical Manager of Fleet Ship Management Pte Ltd, (FSMPL) Singapore (Engine). He presented details about the Root Cause Analysis and the relevant Investigation and Rectification results.
Several other topics were given indepth treatment by the speakers in their presentations. Capt Mayank Mishra, Head of Quality & Safety of FML enlightened the participants about the ‘New Regulations & Monitoring Systems for vessels calling USA, Australia, Singapore and Gulf of Aden’. Mr. Torfin Eide of Tailwind AS, Bergen, Norway touched upon ‘Credit Crunch, Customer Challenges, Climate Change and Crew Crisis’. Also topics on “Bulk Carrier Vetting & Role of Rightship”, dealt by Capt Sanjay Dhareshwar – Right Ship, Australia (non-Tanker) and ‘Vetting Inspections – Get, Set & Go’ presented by Capt A. K. Nanda – Operations Superintendent of FSMPL and ‘Scavenge Space Inspections’ explained by Mr. Sanjay Chandra were given a lucid portrayal.
Three other topics that were briefly dealt included: “An owner’s View on Fuel Quality’ presented by Capt Hans Schrijver of Vroon B.V. Breskens, Netherlands; ‘Brief Introduction to UACC’ by Capt Vikas Malhan – Operations Manager of United Arab Chemical Carrier (UACC), Dubai and ‘Discipline at Sea, Command and Management’ by Capt Zareer D. Antia – Assistant General Manager, Tata NYK Shipping (India) Pvt Ltd.
The two-day programme ended with a group workshops which offered opportunity to participants to interact so as to acquire a better understanding of the various issues that have a direct bearing on maintaining a high quality profile. The organisers hosted a cocktail dinner on the night of the first day highlights wherein long serving officers who had put in more than five-years, ten-years and more years of service were felicitated.
It is the company’s portfolio of services that helped it chart the path to success he pointed out. “What we do includes 3rd party technical management, lay-up solutions, insurance, inspections and condition surveys, shipboard audits, training videos, new building supervisions, special projects and IT systems all of which form the backbone of our quality system,” says Mr Rajvanshy.
A member of the Noble Group Limited, the company boasts of a multi-national crewing pool of over 7000 seafarers comprising mostly of Indians, Filipinos, Chinese and Europeans. The company’s track record is reflected by its several maritime awards for excellence including “Best Ship Manager Award during the Year 2004, consistently nominated as finalist in the Best Ship Manager Category for the last 9 years and numerous other awards for its unique Web-based Ship Management System and online training modules.
Capt Sunao Adachi, Director of MOL Tankship Management Ltd, Japan gave brief insights into the MOL and the Methanol trade. MOL holds 45% of the world’s methanol tanker share.
Making a statistical analysis of incidents, near misses, machinery failure, navigational incidents and crew injuries, Capt A. M. Karandikar, Director & General Manager, FML – Hong Kong contended that accidents will happen as soon as the regular safety barriers are removed or bypassed. “Accidents lurk around the corner waiting to happen when we least expect them,” he said. “Accidents will happen as soon as we take ‘shortcuts’ or try to achieve a routine chore a bit ‘faster’.” Using various case studies of accidents relating to navigation, crew injury, cargo damage and enclosed space, he drove home the reasons leading to the accidents and how they could have been averted.
Capt Karandikar also made presentations on ‘The Company’s MARPOL compliance Programme’ and another on ‘Obstruction of Justice and False Statements – How to avoid them.’ Talking about MARPOL he stated that the company firmly believes in protecting the environment. He disclosed the best practices that required to be adhered to for preventing pollution. Contravention of MARPOL regulations could land a person in jail he explained while giving details of the regulations prevalent in different countries with regard to MARPOL and the stringent measures taken to ensure that these are followed.
Preventing or attempting to prevent an investigation or to impede or attempt to impede or even influence or attempt to influence the course or outcome of an investigation by a government body or authority is considered obstruction of justice he said. In short it is always better to tell the truth and not to create or alter documents after the incident. “If asked to make a false statement or create / alter a document after an incident,” he said, “you must refuse to do so and report the matter to the designated person ashore.”
Continuing on a similar note Mr. Marius Schonberg, Loss Prevention Executive of GARD P & I Club, Norway, discussed the need for safety awareness and risk assessment. What contributes to risk and the type of risks involved were highlighted in his presentation. “The Rules of the Road,” he pointed out are: Navigation must at all times be in accordance with Colregs; the point of passing each other, and Ship-to-ship communication and de-conflicting. Accidents were still happening and risk assessment will help to reduce them.
Presenting the current scenario on ship acquisition and shipping, Mr Umesh Grover, Director (Technical & Offshore Services) of the Shipping Corporation of India stated, “The dry bulk market is the worst affected amongst all shipping sectors. The freight rate decline in tanker segment is relatively lower compared to dry bulk.” All this and other factors according to him clearly indicated a surplus in shipping capacity. When freight rates fall below the operating cost of the less efficient ships then it is time for such ship to be laid up. “However, the future is not as grim as might look today,” he stated.
It was return to basics with Capt M. S. Nagarajan, Director & General Manager (Tanker Team) outlining the company’s bridge procedures and passage planning to stress on maintaining ‘Navigation Safety’. Mr. Sanjay Chandra, General Manager on the other hand made references to the use of nitrogen, its pros and cons when used in different situations which he described in his talk on ‘Over pressurization of parcel tanker and maintenance of tank cleaning machines’.
There are several ways by which cargo shortage and losses can take place thus resulting in ‘Cargo Claims and Operational losses,’ as was amply brought out by Capt Anurag Sharma, Operations Superintendent of Ebony Ship Management Pvt. Ltd, Delhi. Yet another topic that educed lot of interests from the participants was the ‘Case studies of machinery breakdowns’ presented by Mr. Ajay Chaudhry, Technical Manager of Fleet Ship Management Pte Ltd, (FSMPL) Singapore (Engine). He presented details about the Root Cause Analysis and the relevant Investigation and Rectification results.
Several other topics were given indepth treatment by the speakers in their presentations. Capt Mayank Mishra, Head of Quality & Safety of FML enlightened the participants about the ‘New Regulations & Monitoring Systems for vessels calling USA, Australia, Singapore and Gulf of Aden’. Mr. Torfin Eide of Tailwind AS, Bergen, Norway touched upon ‘Credit Crunch, Customer Challenges, Climate Change and Crew Crisis’. Also topics on “Bulk Carrier Vetting & Role of Rightship”, dealt by Capt Sanjay Dhareshwar – Right Ship, Australia (non-Tanker) and ‘Vetting Inspections – Get, Set & Go’ presented by Capt A. K. Nanda – Operations Superintendent of FSMPL and ‘Scavenge Space Inspections’ explained by Mr. Sanjay Chandra were given a lucid portrayal.
Three other topics that were briefly dealt included: “An owner’s View on Fuel Quality’ presented by Capt Hans Schrijver of Vroon B.V. Breskens, Netherlands; ‘Brief Introduction to UACC’ by Capt Vikas Malhan – Operations Manager of United Arab Chemical Carrier (UACC), Dubai and ‘Discipline at Sea, Command and Management’ by Capt Zareer D. Antia – Assistant General Manager, Tata NYK Shipping (India) Pvt Ltd.
The two-day programme ended with a group workshops which offered opportunity to participants to interact so as to acquire a better understanding of the various issues that have a direct bearing on maintaining a high quality profile. The organisers hosted a cocktail dinner on the night of the first day highlights wherein long serving officers who had put in more than five-years, ten-years and more years of service were felicitated.
Quality driven ‘Fleet’ on course to excellence
During the two-day Seminar, quality driven Fleet Management Ltd (FML) focused on its quest for excellence featuring its enviable track record and World Class Safety and Environment friendly systems in place. Mr. K. S. Rajvanshy, Managing Director, Fleet Management Ltd., Hong Kong significantly brought out the contributory factors that helped convert the fleet (now at over 200 in number) into a top of the line management company.
It is the company’s portfolio of services that helped it chart the path to success he pointed out. “What we do includes 3rd party technical management, lay-up solutions, insurance, inspections and condition surveys, shipboard audits, training videos, new building supervisions, special projects and IT systems all of which form the backbone of our quality system,” says Mr Rajvanshy.
A member of the Noble Group Limited, the company boasts of a multi-national crewing pool of over 7000 seafarers comprising mostly of Indians, Filipinos, Chinese and Europeans. The company’s track record is reflected by its several maritime awards for excellence including “Best Ship Manager Award during the Year 2004, consistently nominated as finalist in the Best Ship Manager Category for the last 9 years and numerous other awards for its unique Web-based Ship Management System and online training modules.
Capt Sunao Adachi, Director of MOL Tankship Management Ltd, Japan gave brief insights into the MOL and the Methanol trade. MOL holds 45% of the world’s methanol tanker share.
Making a statistical analysis of incidents, near misses, machinery failure, navigational incidents and crew injuries, Capt A. M. Karandikar, Director & General Manager, FML – Hong Kong contended that accidents will happen as soon as the regular safety barriers are removed or bypassed. “Accidents lurk around the corner waiting to happen when we least expect them,” he said. “Accidents will happen as soon as we take ‘shortcuts’ or try to achieve a routine chore a bit ‘faster’.” Using various case studies of accidents relating to navigation, crew injury, cargo damage and enclosed space, he drove home the reasons leading to the accidents and how they could have been averted.
Capt Karandikar also made presentations on ‘The Company’s MARPOL compliance Programme’ and another on ‘Obstruction of Justice and False Statements – How to avoid them.’ Talking about MARPOL he stated that the company firmly believes in protecting the environment. He disclosed the best practices that required to be adhered to for preventing pollution. Contravention of MARPOL regulations could land a person in jail he explained while giving details of the regulations prevalent in different countries with regard to MARPOL and the stringent measures taken to ensure that these are followed.
Preventing or attempting to prevent an investigation or to impede or attempt to impede or even influence or attempt to influence the course or outcome of an investigation by a government body or authority is considered obstruction of justice he said. In short it is always better to tell the truth and not to create or alter documents after the incident. “If asked to make a false statement or create / alter a document after an incident,” he said, “you must refuse to do so and report the matter to the designated person ashore.”
Continuing on a similar note Mr. Marius Schonberg, Loss Prevention Executive of GARD P & I Club, Norway, discussed the need for safety awareness and risk assessment. What contributes to risk and the type of risks involved were highlighted in his presentation. “The Rules of the Road,” he pointed out are: Navigation must at all times be in accordance with Colregs; the point of passing each other, and Ship-to-ship communication and de-conflicting. Accidents were still happening and risk assessment will help to reduce them.
Presenting the current scenario on ship acquisition and shipping, Mr Umesh Grover, Director (Technical & Offshore Services) of the Shipping Corporation of India stated, “The dry bulk market is the worst affected amongst all shipping sectors. The freight rate decline in tanker segment is relatively lower compared to dry bulk.” All this and other factors according to him clearly indicated a surplus in shipping capacity. When freight rates fall below the operating cost of the less efficient ships then it is time for such ship to be laid up. “However, the future is not as grim as might look today,” he stated.
It was return to basics with Capt M. S. Nagarajan, Director & General Manager (Tanker Team) outlining the company’s bridge procedures and passage planning to stress on maintaining ‘Navigation Safety’. Mr. Sanjay Chandra, General Manager on the other hand made references to the use of nitrogen, its pros and cons when used in different situations which he described in his talk on ‘Over pressurization of parcel tanker and maintenance of tank cleaning machines’.
There are several ways by which cargo shortage and losses can take place thus resulting in ‘Cargo Claims and Operational losses,’ as was amply brought out by Capt Anurag Sharma, Operations Superintendent of Ebony Ship Management Pvt. Ltd, Delhi. Yet another topic that educed lot of interests from the participants was the ‘Case studies of machinery breakdowns’ presented by Mr. Ajay Chaudhry, Technical Manager of Fleet Ship Management Pte Ltd, (FSMPL) Singapore (Engine). He presented details about the Root Cause Analysis and the relevant Investigation and Rectification results.
Several other topics were given indepth treatment by the speakers in their presentations. Capt Mayank Mishra, Head of Quality & Safety of FML enlightened the participants about the ‘New Regulations & Monitoring Systems for vessels calling USA, Australia, Singapore and Gulf of Aden’. Mr. Torfin Eide of Tailwind AS, Bergen, Norway touched upon ‘Credit Crunch, Customer Challenges, Climate Change and Crew Crisis’. Also topics on “Bulk Carrier Vetting & Role of Rightship”, dealt by Capt Sanjay Dhareshwar – Right Ship, Australia (non-Tanker) and ‘Vetting Inspections – Get, Set & Go’ presented by Capt A. K. Nanda – Operations Superintendent of FSMPL and ‘Scavenge Space Inspections’ explained by Mr. Sanjay Chandra were given a lucid portrayal.
Three other topics that were briefly dealt included: “An owner’s View on Fuel Quality’ presented by Capt Hans Schrijver of Vroon B.V. Breskens, Netherlands; ‘Brief Introduction to UACC’ by Capt Vikas Malhan – Operations Manager of United Arab Chemical Carrier (UACC), Dubai and ‘Discipline at Sea, Command and Management’ by Capt Zareer D. Antia – Assistant General Manager, Tata NYK Shipping (India) Pvt Ltd.
The two-day programme ended with a group workshops which offered opportunity to participants to interact so as to acquire a better understanding of the various issues that have a direct bearing on maintaining a high quality profile. The organisers hosted a cocktail dinner on the night of the first day highlights wherein long serving officers who had put in more than five-years, ten-years and more years of service were felicitated.
It is the company’s portfolio of services that helped it chart the path to success he pointed out. “What we do includes 3rd party technical management, lay-up solutions, insurance, inspections and condition surveys, shipboard audits, training videos, new building supervisions, special projects and IT systems all of which form the backbone of our quality system,” says Mr Rajvanshy.
A member of the Noble Group Limited, the company boasts of a multi-national crewing pool of over 7000 seafarers comprising mostly of Indians, Filipinos, Chinese and Europeans. The company’s track record is reflected by its several maritime awards for excellence including “Best Ship Manager Award during the Year 2004, consistently nominated as finalist in the Best Ship Manager Category for the last 9 years and numerous other awards for its unique Web-based Ship Management System and online training modules.
Capt Sunao Adachi, Director of MOL Tankship Management Ltd, Japan gave brief insights into the MOL and the Methanol trade. MOL holds 45% of the world’s methanol tanker share.
Making a statistical analysis of incidents, near misses, machinery failure, navigational incidents and crew injuries, Capt A. M. Karandikar, Director & General Manager, FML – Hong Kong contended that accidents will happen as soon as the regular safety barriers are removed or bypassed. “Accidents lurk around the corner waiting to happen when we least expect them,” he said. “Accidents will happen as soon as we take ‘shortcuts’ or try to achieve a routine chore a bit ‘faster’.” Using various case studies of accidents relating to navigation, crew injury, cargo damage and enclosed space, he drove home the reasons leading to the accidents and how they could have been averted.
Capt Karandikar also made presentations on ‘The Company’s MARPOL compliance Programme’ and another on ‘Obstruction of Justice and False Statements – How to avoid them.’ Talking about MARPOL he stated that the company firmly believes in protecting the environment. He disclosed the best practices that required to be adhered to for preventing pollution. Contravention of MARPOL regulations could land a person in jail he explained while giving details of the regulations prevalent in different countries with regard to MARPOL and the stringent measures taken to ensure that these are followed.
Preventing or attempting to prevent an investigation or to impede or attempt to impede or even influence or attempt to influence the course or outcome of an investigation by a government body or authority is considered obstruction of justice he said. In short it is always better to tell the truth and not to create or alter documents after the incident. “If asked to make a false statement or create / alter a document after an incident,” he said, “you must refuse to do so and report the matter to the designated person ashore.”
Continuing on a similar note Mr. Marius Schonberg, Loss Prevention Executive of GARD P & I Club, Norway, discussed the need for safety awareness and risk assessment. What contributes to risk and the type of risks involved were highlighted in his presentation. “The Rules of the Road,” he pointed out are: Navigation must at all times be in accordance with Colregs; the point of passing each other, and Ship-to-ship communication and de-conflicting. Accidents were still happening and risk assessment will help to reduce them.
Presenting the current scenario on ship acquisition and shipping, Mr Umesh Grover, Director (Technical & Offshore Services) of the Shipping Corporation of India stated, “The dry bulk market is the worst affected amongst all shipping sectors. The freight rate decline in tanker segment is relatively lower compared to dry bulk.” All this and other factors according to him clearly indicated a surplus in shipping capacity. When freight rates fall below the operating cost of the less efficient ships then it is time for such ship to be laid up. “However, the future is not as grim as might look today,” he stated.
It was return to basics with Capt M. S. Nagarajan, Director & General Manager (Tanker Team) outlining the company’s bridge procedures and passage planning to stress on maintaining ‘Navigation Safety’. Mr. Sanjay Chandra, General Manager on the other hand made references to the use of nitrogen, its pros and cons when used in different situations which he described in his talk on ‘Over pressurization of parcel tanker and maintenance of tank cleaning machines’.
There are several ways by which cargo shortage and losses can take place thus resulting in ‘Cargo Claims and Operational losses,’ as was amply brought out by Capt Anurag Sharma, Operations Superintendent of Ebony Ship Management Pvt. Ltd, Delhi. Yet another topic that educed lot of interests from the participants was the ‘Case studies of machinery breakdowns’ presented by Mr. Ajay Chaudhry, Technical Manager of Fleet Ship Management Pte Ltd, (FSMPL) Singapore (Engine). He presented details about the Root Cause Analysis and the relevant Investigation and Rectification results.
Several other topics were given indepth treatment by the speakers in their presentations. Capt Mayank Mishra, Head of Quality & Safety of FML enlightened the participants about the ‘New Regulations & Monitoring Systems for vessels calling USA, Australia, Singapore and Gulf of Aden’. Mr. Torfin Eide of Tailwind AS, Bergen, Norway touched upon ‘Credit Crunch, Customer Challenges, Climate Change and Crew Crisis’. Also topics on “Bulk Carrier Vetting & Role of Rightship”, dealt by Capt Sanjay Dhareshwar – Right Ship, Australia (non-Tanker) and ‘Vetting Inspections – Get, Set & Go’ presented by Capt A. K. Nanda – Operations Superintendent of FSMPL and ‘Scavenge Space Inspections’ explained by Mr. Sanjay Chandra were given a lucid portrayal.
Three other topics that were briefly dealt included: “An owner’s View on Fuel Quality’ presented by Capt Hans Schrijver of Vroon B.V. Breskens, Netherlands; ‘Brief Introduction to UACC’ by Capt Vikas Malhan – Operations Manager of United Arab Chemical Carrier (UACC), Dubai and ‘Discipline at Sea, Command and Management’ by Capt Zareer D. Antia – Assistant General Manager, Tata NYK Shipping (India) Pvt Ltd.
The two-day programme ended with a group workshops which offered opportunity to participants to interact so as to acquire a better understanding of the various issues that have a direct bearing on maintaining a high quality profile. The organisers hosted a cocktail dinner on the night of the first day highlights wherein long serving officers who had put in more than five-years, ten-years and more years of service were felicitated.
Monday, 16 February 2009
MSC conference holds an edge
The two-day conference of Mediterranean Shipping Company (MSC) held at the J. W Marriott, Mumbai on 30th and 31st January 2009 was akin to a home coming for the officers of the ship board staff where opportunities abounded for exchanging notes and sharing experiences both with fellow colleagues, ship owners and the management. The occasion coincided with the inauguration of the Training Institute held earlier on the 3rd floor of MSC House, on the Andheri-Kurla Road, Andheri (East), Mumbai.
At the outset Mr N Petroyannis, the chief guest representing MSC Geneva, Mr Ashok Jha, Managing Director of MSC Ship Management, Capt Nitin S Hardi, Director, MSC Ship Mgmt – India and Capt M P Basin, General Manager, MSC Ship Mgmt – India and other top dignitaries lit the traditional lamp.
Thereafter, an enthusiastic welcome was extended by Capt Hardi who was moved by the warm response from the dignitaries, guests and all seafarers who had made it convenient to attend the programme from various parts of India and Hong Kong. “MSC has completed four years of operations in India,” he said. “The total success of this great venture has been possible because of the strong support all of you colleagues here in MSC India have extended. This morning we inaugurated a state-of-the-art training institute which will go a long way in providing training for our seafarers and ensuring safety.”
“Ours is a family organisation and we operate like a family,” Mr Ashok Jha stated while welcoming all the participants and guests. “Your problems are my problems and all our problems are that of MSC’s. Things have undergone a change from the past and your views are important and I thank you for making it convenient to attend.”
In his humble inimitable style Mr Petroyannis who was the chief guest of the function pointed out that he too was a seafarer when he started his career and coming from the same background as all the seafarers present he was well versed about the various issues concerning mariners. “Later, I left the sea and joined a shore job and now I am six months past my superannuation,” he declared. “You are the motivating force that has been propelling the company. We appreciate your contribution to the company and you are neither numbers nor faces but important entities for us.”
Mr Petroyannis went on to explain that the company had put the latest simulators at the training institute which had been inaugurated that morning. He also went on to give a brief history of the organisation starting from its commencement by two siblings to the present moment when the company manages 417 ships.
“We are a 40,000 people organisation around the world,” he said. “It is remarkable that we are doing so well despite the economic downturn.” Thereafter, presenting a slide show he gave a more detailed picture of the company’s economic health which exceeded that of most other shipping companies. “Though the charter market is low and we may dispose of some ships no one will lose his present job,” he added. He went to inform that the company would be taking delivery of the new buildings and continue spending huge sums on repair and maintenance of ships to keep them in excellent condition.
Capt M P Basin, who proved to be an excellent anchor for the function offered a vote of thanks. He gave a briefing about the programme that would get underway during the rest of the day and the following one.
The Conference underscored the issue of safety which was paramount to MSCs’ ideal. The on-going safety programme received a boost with the commissioning of the full mission Bridge and Engine Room simulators. That the training programmes are growing by leaps and bounds even in the current economic scenario is just another demonstration of the top management’s commitment to safety and environment protection and the company’s vision for the future.
At the outset Mr N Petroyannis, the chief guest representing MSC Geneva, Mr Ashok Jha, Managing Director of MSC Ship Management, Capt Nitin S Hardi, Director, MSC Ship Mgmt – India and Capt M P Basin, General Manager, MSC Ship Mgmt – India and other top dignitaries lit the traditional lamp.
Thereafter, an enthusiastic welcome was extended by Capt Hardi who was moved by the warm response from the dignitaries, guests and all seafarers who had made it convenient to attend the programme from various parts of India and Hong Kong. “MSC has completed four years of operations in India,” he said. “The total success of this great venture has been possible because of the strong support all of you colleagues here in MSC India have extended. This morning we inaugurated a state-of-the-art training institute which will go a long way in providing training for our seafarers and ensuring safety.”
“Ours is a family organisation and we operate like a family,” Mr Ashok Jha stated while welcoming all the participants and guests. “Your problems are my problems and all our problems are that of MSC’s. Things have undergone a change from the past and your views are important and I thank you for making it convenient to attend.”
In his humble inimitable style Mr Petroyannis who was the chief guest of the function pointed out that he too was a seafarer when he started his career and coming from the same background as all the seafarers present he was well versed about the various issues concerning mariners. “Later, I left the sea and joined a shore job and now I am six months past my superannuation,” he declared. “You are the motivating force that has been propelling the company. We appreciate your contribution to the company and you are neither numbers nor faces but important entities for us.”
Mr Petroyannis went on to explain that the company had put the latest simulators at the training institute which had been inaugurated that morning. He also went on to give a brief history of the organisation starting from its commencement by two siblings to the present moment when the company manages 417 ships.
“We are a 40,000 people organisation around the world,” he said. “It is remarkable that we are doing so well despite the economic downturn.” Thereafter, presenting a slide show he gave a more detailed picture of the company’s economic health which exceeded that of most other shipping companies. “Though the charter market is low and we may dispose of some ships no one will lose his present job,” he added. He went to inform that the company would be taking delivery of the new buildings and continue spending huge sums on repair and maintenance of ships to keep them in excellent condition.
Capt M P Basin, who proved to be an excellent anchor for the function offered a vote of thanks. He gave a briefing about the programme that would get underway during the rest of the day and the following one.
The Conference underscored the issue of safety which was paramount to MSCs’ ideal. The on-going safety programme received a boost with the commissioning of the full mission Bridge and Engine Room simulators. That the training programmes are growing by leaps and bounds even in the current economic scenario is just another demonstration of the top management’s commitment to safety and environment protection and the company’s vision for the future.
CTL-IMEX focuses on Empowering Growth
The two-day International Conference on Ports, Cargo and Logistics – Powering Economic Growth : Logi(Sti) Cal Approach held at the Bombay Exhibition Centre, Mumbai on 29th and 30th January, 2009 made a significant contribution to identifying the factors in the present scenario that could be leveraged in the current economic down trend. Jointly held by the Indian Merchants’ Chambers and Fairplay Group, the conference coincided with a three-day exposition held at the same venue where impressive displays were put up by exhibitors in over 70 stalls.
Inaugurating the Conference and Exhibition on 29th January, Dr Ashwani Kumar, Union Minister of State for Industry, the chief guest at the function, in his address informed that the Union Government had decided to set up five major coastal terminals exclusively for handling petroleum and petrochemicals.
Six interactive sessions spread over the two days focused on different aspects of the logistics and port sector. Mr Michael Pinto, Former Secretary, MoS, Govt. of India chaired the first session which deliberated on Maritime Infrastructure comprised the following panellists: Mr Ramnath Iyer, Director, CRISIL, Capt. Anand Chopra, Sr. V.P. – Container Services & Mktg., SCI Capt Deepak Tewari, CEO, MSC India & President – CSLA Mr S S Hussain, Chairman, JNPT, Ms Karen Oldfield, P & CEO, Halifax Port Authorit Mr Praveen Agarwal, Chairman, Mormugao Port Trust Mr Arvind Bhatnagar, CEO, Gateway Terminals India Pvt. Ltd.
It was observed that the falling freight rates and a lack of appropriate connectivity at major ports were deterrents for new investors in this area. Optimal capacity utilization was another important area where much could be done. In the Indian context labour issues were affecting port productivity and needed to be resolved sensitively. The approach taken at the managerial level was critical to deciding how port infrastructure projects were to be financed. If adequate port infrastructure was not in place, the costs to industry as a whole would rise both nationally and internationally.
The second session focused on ‘Attracting Investment to Ports’ and was chaired by Mr D T Joseph, Former Secretary, MoS, Govt. of India. The panellists included Mr N K Raghupathy, Addl. Secretary & FA, Ministry of Food & Public Distribution, Dr A K Chanda, Chairman, Kolkata Port Trust & Chairman, IPA Mr Luc Arnouts, CCO, Antwerp Port Authority Capt Suresh N Amirapu, GM, PSA Chennai International Terminals Pvt. Ltd. Mr S G Shyam Sundar, M.D- IDFC Private Equity Mr Ganesh Raj, Sr VP & MD, DP World Subcontinent.
During the past five years, very little investment has flowed into Indian ports and a simplification of procedures on the part of the government needed to be put in place urgently. Bureaucracy and red-tapism tends to put off potential investors and hence needs to be immediately curbed. Capacity, connectivity (especially with the railway) and efficiency are the main determinants of attractiveness for investments in the port sector. However, for those wanting to invest, any time is a good time and market forces alone can ensure that the ultimate consumer does not get cheated. However, in the Indian port investment area, the PPP concept needs to be looked at again.
Mr Atanu Chakraborty, VC & CEO, Gujarat Maritime Board chaired the third session on ‘Role of State Government in Development of Non-Major Ports’. The panellists which included Dr Jose Paul, Ex Chairman - JN Port, Mumbai & Mormugao Port, Prof G Raghuram, IIManagement, Ahmedabad, Mr Sudhir Srivastava, CEO, Maharashtra Maritime Board, Mr Atul Kulkarni, CEO, Chowgule Ports & Infrastructure Pvt. Ltd. Mr Rajeeva Sinha, Director, Mundra Port & SEZ Ltd. felt that private sector ports are essentially “green field” ports.
The discussion centred around the several projects that have opened up which are proving to be counter-productive, and at the same time it was noted that too few projects leads to monopolies. In many Indian port projects, the clauses are being experimented with and their essential spirit is being distorted or forgotten. This attitude has to change. When efficiency of a port rises the shipping costs decrease and vice-versa. We need to build the right kind of human resources for developing logistics infrastructure.
The panellists at the first session of the second day discussed ‘Logistics’. Chaired by Mr Mark Fernandes of Silvester & Co and Chairman of Shipping & Aviation Committee of IMC, they felt that cargo not cleared within 30 days should be auctioned. Besides, the STP (Shipping Trade Practice) Act should be abandoned since it is not serving its purpose. Investment in logistics infrastructure is essential and we have to learn to look bigger and bolder and invest more proactively. We need to connect the coastal railways (particularly the Konkan railway) with the railway system in Central India. Individuals with adequate training and knowledge need to be created for warehouse management and the handling/packaging and stowing of chemical products.
Those who contributed were Mr Ajay Khera, Vice Chairman & MD, Horizon Country Wide Logistics Ltd., Mr Tushar Jani, President, AMTOI Mr Dhritiman H, Tuscan Ventures Mr R K Rubin, M.D. – Transcon Freight System Pvt. Ltd. Mr Paul Bradley, President - Arshiya International Limited, Mr Bharat Joshi, Director, Associated Container Terminals Ltd. and Mr Sudhir Srivastava, CEO of the Maharashtra Maritime Board.
The session on IT noted that as far as customs processing goes (particularly at Nhava Sheva) the time taken is very short since they are highly competitive internationally. A risk-management system was developed by the government three years ago and introduced at Nhava Sheva. For registered clients, there are now many facilities. Stamp duty procedure is also simplified. Customs time has been cut by half. About forty percent of delayed time is due to wrong filing of documents. Container terminal operations are automated. Real time data is available on the website. There is a GIS for land management.
Connectivity is critical for the smooth functioning of multimodal transport when it came to productivity was the consensus of the last session chaired by Mr K Sathianathan, CEO, ETA Freight Star. The larger the hinterland, the better the connectivity required, for speed and efficiency of cargo movement. Private operators have committed investments to the tune of USD 250 million. The logistics supply chain has two sides – customer and capital. Both need to be considered carefully. Indian railway has not been able to deliver what the ultimate consumer wants. The extent of this clarity will determine the quantum of investments flowing into this field.
Mr Anil Devli, Mr Sankalp Shukla, MD & CEO, Inlogistics, Mr S K Shahi, C & M.D., SKS Logistics Ltd. and Mr Mahendar Puri, Director & CEO, Hind Terminals Pvt. Ltd. constituted the panellists of this last session. As the event came to a close it was declared that Sahil Freight Express were the winners of the “Best Stall Award” for the second time in succession.
Inaugurating the Conference and Exhibition on 29th January, Dr Ashwani Kumar, Union Minister of State for Industry, the chief guest at the function, in his address informed that the Union Government had decided to set up five major coastal terminals exclusively for handling petroleum and petrochemicals.
Six interactive sessions spread over the two days focused on different aspects of the logistics and port sector. Mr Michael Pinto, Former Secretary, MoS, Govt. of India chaired the first session which deliberated on Maritime Infrastructure comprised the following panellists: Mr Ramnath Iyer, Director, CRISIL, Capt. Anand Chopra, Sr. V.P. – Container Services & Mktg., SCI Capt Deepak Tewari, CEO, MSC India & President – CSLA Mr S S Hussain, Chairman, JNPT, Ms Karen Oldfield, P & CEO, Halifax Port Authorit Mr Praveen Agarwal, Chairman, Mormugao Port Trust Mr Arvind Bhatnagar, CEO, Gateway Terminals India Pvt. Ltd.
It was observed that the falling freight rates and a lack of appropriate connectivity at major ports were deterrents for new investors in this area. Optimal capacity utilization was another important area where much could be done. In the Indian context labour issues were affecting port productivity and needed to be resolved sensitively. The approach taken at the managerial level was critical to deciding how port infrastructure projects were to be financed. If adequate port infrastructure was not in place, the costs to industry as a whole would rise both nationally and internationally.
The second session focused on ‘Attracting Investment to Ports’ and was chaired by Mr D T Joseph, Former Secretary, MoS, Govt. of India. The panellists included Mr N K Raghupathy, Addl. Secretary & FA, Ministry of Food & Public Distribution, Dr A K Chanda, Chairman, Kolkata Port Trust & Chairman, IPA Mr Luc Arnouts, CCO, Antwerp Port Authority Capt Suresh N Amirapu, GM, PSA Chennai International Terminals Pvt. Ltd. Mr S G Shyam Sundar, M.D- IDFC Private Equity Mr Ganesh Raj, Sr VP & MD, DP World Subcontinent.
During the past five years, very little investment has flowed into Indian ports and a simplification of procedures on the part of the government needed to be put in place urgently. Bureaucracy and red-tapism tends to put off potential investors and hence needs to be immediately curbed. Capacity, connectivity (especially with the railway) and efficiency are the main determinants of attractiveness for investments in the port sector. However, for those wanting to invest, any time is a good time and market forces alone can ensure that the ultimate consumer does not get cheated. However, in the Indian port investment area, the PPP concept needs to be looked at again.
Mr Atanu Chakraborty, VC & CEO, Gujarat Maritime Board chaired the third session on ‘Role of State Government in Development of Non-Major Ports’. The panellists which included Dr Jose Paul, Ex Chairman - JN Port, Mumbai & Mormugao Port, Prof G Raghuram, IIManagement, Ahmedabad, Mr Sudhir Srivastava, CEO, Maharashtra Maritime Board, Mr Atul Kulkarni, CEO, Chowgule Ports & Infrastructure Pvt. Ltd. Mr Rajeeva Sinha, Director, Mundra Port & SEZ Ltd. felt that private sector ports are essentially “green field” ports.
The discussion centred around the several projects that have opened up which are proving to be counter-productive, and at the same time it was noted that too few projects leads to monopolies. In many Indian port projects, the clauses are being experimented with and their essential spirit is being distorted or forgotten. This attitude has to change. When efficiency of a port rises the shipping costs decrease and vice-versa. We need to build the right kind of human resources for developing logistics infrastructure.
The panellists at the first session of the second day discussed ‘Logistics’. Chaired by Mr Mark Fernandes of Silvester & Co and Chairman of Shipping & Aviation Committee of IMC, they felt that cargo not cleared within 30 days should be auctioned. Besides, the STP (Shipping Trade Practice) Act should be abandoned since it is not serving its purpose. Investment in logistics infrastructure is essential and we have to learn to look bigger and bolder and invest more proactively. We need to connect the coastal railways (particularly the Konkan railway) with the railway system in Central India. Individuals with adequate training and knowledge need to be created for warehouse management and the handling/packaging and stowing of chemical products.
Those who contributed were Mr Ajay Khera, Vice Chairman & MD, Horizon Country Wide Logistics Ltd., Mr Tushar Jani, President, AMTOI Mr Dhritiman H, Tuscan Ventures Mr R K Rubin, M.D. – Transcon Freight System Pvt. Ltd. Mr Paul Bradley, President - Arshiya International Limited, Mr Bharat Joshi, Director, Associated Container Terminals Ltd. and Mr Sudhir Srivastava, CEO of the Maharashtra Maritime Board.
The session on IT noted that as far as customs processing goes (particularly at Nhava Sheva) the time taken is very short since they are highly competitive internationally. A risk-management system was developed by the government three years ago and introduced at Nhava Sheva. For registered clients, there are now many facilities. Stamp duty procedure is also simplified. Customs time has been cut by half. About forty percent of delayed time is due to wrong filing of documents. Container terminal operations are automated. Real time data is available on the website. There is a GIS for land management.
Connectivity is critical for the smooth functioning of multimodal transport when it came to productivity was the consensus of the last session chaired by Mr K Sathianathan, CEO, ETA Freight Star. The larger the hinterland, the better the connectivity required, for speed and efficiency of cargo movement. Private operators have committed investments to the tune of USD 250 million. The logistics supply chain has two sides – customer and capital. Both need to be considered carefully. Indian railway has not been able to deliver what the ultimate consumer wants. The extent of this clarity will determine the quantum of investments flowing into this field.
Mr Anil Devli, Mr Sankalp Shukla, MD & CEO, Inlogistics, Mr S K Shahi, C & M.D., SKS Logistics Ltd. and Mr Mahendar Puri, Director & CEO, Hind Terminals Pvt. Ltd. constituted the panellists of this last session. As the event came to a close it was declared that Sahil Freight Express were the winners of the “Best Stall Award” for the second time in succession.
CTL-IMEX focuses on Empowering Growth
The two-day International Conference on Ports, Cargo and Logistics – Powering Economic Growth : Logi(Sti) Cal Approach held at the Bombay Exhibition Centre, Mumbai on 29th and 30th January, 2009 made a significant contribution to identifying the factors in the present scenario that could be leveraged in the current economic down trend. Jointly held by the Indian Merchants’ Chambers and Fairplay Group, the conference coincided with a three-day exposition held at the same venue where impressive displays were put up by exhibitors in over 70 stalls.
Inaugurating the Conference and Exhibition on 29th January, Dr Ashwani Kumar, Union Minister of State for Industry, the chief guest at the function, in his address informed that the Union Government had decided to set up five major coastal terminals exclusively for handling petroleum and petrochemicals.
Six interactive sessions spread over the two days focused on different aspects of the logistics and port sector. Mr Michael Pinto, Former Secretary, MoS, Govt. of India chaired the first session which deliberated on Maritime Infrastructure comprised the following panellists: Mr Ramnath Iyer, Director, CRISIL, Capt. Anand Chopra, Sr. V.P. – Container Services & Mktg., SCI Capt Deepak Tewari, CEO, MSC India & President – CSLA Mr S S Hussain, Chairman, JNPT, Ms Karen Oldfield, P & CEO, Halifax Port Authorit Mr Praveen Agarwal, Chairman, Mormugao Port Trust Mr Arvind Bhatnagar, CEO, Gateway Terminals India Pvt. Ltd.
It was observed that the falling freight rates and a lack of appropriate connectivity at major ports were deterrents for new investors in this area. Optimal capacity utilization was another important area where much could be done. In the Indian context labour issues were affecting port productivity and needed to be resolved sensitively. The approach taken at the managerial level was critical to deciding how port infrastructure projects were to be financed. If adequate port infrastructure was not in place, the costs to industry as a whole would rise both nationally and internationally.
The second session focused on ‘Attracting Investment to Ports’ and was chaired by Mr D T Joseph, Former Secretary, MoS, Govt. of India. The panellists included Mr N K Raghupathy, Addl. Secretary & FA, Ministry of Food & Public Distribution, Dr A K Chanda, Chairman, Kolkata Port Trust & Chairman, IPA Mr Luc Arnouts, CCO, Antwerp Port Authority Capt Suresh N Amirapu, GM, PSA Chennai International Terminals Pvt. Ltd. Mr S G Shyam Sundar, M.D- IDFC Private Equity Mr Ganesh Raj, Sr VP & MD, DP World Subcontinent.
During the past five years, very little investment has flowed into Indian ports and a simplification of procedures on the part of the government needed to be put in place urgently. Bureaucracy and red-tapism tends to put off potential investors and hence needs to be immediately curbed. Capacity, connectivity (especially with the railway) and efficiency are the main determinants of attractiveness for investments in the port sector. However, for those wanting to invest, any time is a good time and market forces alone can ensure that the ultimate consumer does not get cheated. However, in the Indian port investment area, the PPP concept needs to be looked at again.
Mr Atanu Chakraborty, VC & CEO, Gujarat Maritime Board chaired the third session on ‘Role of State Government in Development of Non-Major Ports’. The panellists which included Dr Jose Paul, Ex Chairman - JN Port, Mumbai & Mormugao Port, Prof G Raghuram, IIManagement, Ahmedabad, Mr Sudhir Srivastava, CEO, Maharashtra Maritime Board, Mr Atul Kulkarni, CEO, Chowgule Ports & Infrastructure Pvt. Ltd. Mr Rajeeva Sinha, Director, Mundra Port & SEZ Ltd. felt that private sector ports are essentially “green field” ports.
The discussion centred around the several projects that have opened up which are proving to be counter-productive, and at the same time it was noted that too few projects leads to monopolies. In many Indian port projects, the clauses are being experimented with and their essential spirit is being distorted or forgotten. This attitude has to change. When efficiency of a port rises the shipping costs decrease and vice-versa. We need to build the right kind of human resources for developing logistics infrastructure.
The panellists at the first session of the second day discussed ‘Logistics’. Chaired by Mr Mark Fernandes of Silvester & Co and Chairman of Shipping & Aviation Committee of IMC, they felt that cargo not cleared within 30 days should be auctioned. Besides, the STP (Shipping Trade Practice) Act should be abandoned since it is not serving its purpose. Investment in logistics infrastructure is essential and we have to learn to look bigger and bolder and invest more proactively. We need to connect the coastal railways (particularly the Konkan railway) with the railway system in Central India. Individuals with adequate training and knowledge need to be created for warehouse management and the handling/packaging and stowing of chemical products.
Those who contributed were Mr Ajay Khera, Vice Chairman & MD, Horizon Country Wide Logistics Ltd., Mr Tushar Jani, President, AMTOI Mr Dhritiman H, Tuscan Ventures Mr R K Rubin, M.D. – Transcon Freight System Pvt. Ltd. Mr Paul Bradley, President - Arshiya International Limited, Mr Bharat Joshi, Director, Associated Container Terminals Ltd. and Mr Sudhir Srivastava, CEO of the Maharashtra Maritime Board.
The session on IT noted that as far as customs processing goes (particularly at Nhava Sheva) the time taken is very short since they are highly competitive internationally. A risk-management system was developed by the government three years ago and introduced at Nhava Sheva. For registered clients, there are now many facilities. Stamp duty procedure is also simplified. Customs time has been cut by half. About forty percent of delayed time is due to wrong filing of documents. Container terminal operations are automated. Real time data is available on the website. There is a GIS for land management.
Connectivity is critical for the smooth functioning of multimodal transport when it came to productivity was the consensus of the last session chaired by Mr K Sathianathan, CEO, ETA Freight Star. The larger the hinterland, the better the connectivity required, for speed and efficiency of cargo movement. Private operators have committed investments to the tune of USD 250 million. The logistics supply chain has two sides – customer and capital. Both need to be considered carefully. Indian railway has not been able to deliver what the ultimate consumer wants. The extent of this clarity will determine the quantum of investments flowing into this field.
Mr Anil Devli, Mr Sankalp Shukla, MD & CEO, Inlogistics, Mr S K Shahi, C & M.D., SKS Logistics Ltd. and Mr Mahendar Puri, Director & CEO, Hind Terminals Pvt. Ltd. constituted the panellists of this last session. As the event came to a close it was declared that Sahil Freight Express were the winners of the “Best Stall Award” for the second time in succession.
Inaugurating the Conference and Exhibition on 29th January, Dr Ashwani Kumar, Union Minister of State for Industry, the chief guest at the function, in his address informed that the Union Government had decided to set up five major coastal terminals exclusively for handling petroleum and petrochemicals.
Six interactive sessions spread over the two days focused on different aspects of the logistics and port sector. Mr Michael Pinto, Former Secretary, MoS, Govt. of India chaired the first session which deliberated on Maritime Infrastructure comprised the following panellists: Mr Ramnath Iyer, Director, CRISIL, Capt. Anand Chopra, Sr. V.P. – Container Services & Mktg., SCI Capt Deepak Tewari, CEO, MSC India & President – CSLA Mr S S Hussain, Chairman, JNPT, Ms Karen Oldfield, P & CEO, Halifax Port Authorit Mr Praveen Agarwal, Chairman, Mormugao Port Trust Mr Arvind Bhatnagar, CEO, Gateway Terminals India Pvt. Ltd.
It was observed that the falling freight rates and a lack of appropriate connectivity at major ports were deterrents for new investors in this area. Optimal capacity utilization was another important area where much could be done. In the Indian context labour issues were affecting port productivity and needed to be resolved sensitively. The approach taken at the managerial level was critical to deciding how port infrastructure projects were to be financed. If adequate port infrastructure was not in place, the costs to industry as a whole would rise both nationally and internationally.
The second session focused on ‘Attracting Investment to Ports’ and was chaired by Mr D T Joseph, Former Secretary, MoS, Govt. of India. The panellists included Mr N K Raghupathy, Addl. Secretary & FA, Ministry of Food & Public Distribution, Dr A K Chanda, Chairman, Kolkata Port Trust & Chairman, IPA Mr Luc Arnouts, CCO, Antwerp Port Authority Capt Suresh N Amirapu, GM, PSA Chennai International Terminals Pvt. Ltd. Mr S G Shyam Sundar, M.D- IDFC Private Equity Mr Ganesh Raj, Sr VP & MD, DP World Subcontinent.
During the past five years, very little investment has flowed into Indian ports and a simplification of procedures on the part of the government needed to be put in place urgently. Bureaucracy and red-tapism tends to put off potential investors and hence needs to be immediately curbed. Capacity, connectivity (especially with the railway) and efficiency are the main determinants of attractiveness for investments in the port sector. However, for those wanting to invest, any time is a good time and market forces alone can ensure that the ultimate consumer does not get cheated. However, in the Indian port investment area, the PPP concept needs to be looked at again.
Mr Atanu Chakraborty, VC & CEO, Gujarat Maritime Board chaired the third session on ‘Role of State Government in Development of Non-Major Ports’. The panellists which included Dr Jose Paul, Ex Chairman - JN Port, Mumbai & Mormugao Port, Prof G Raghuram, IIManagement, Ahmedabad, Mr Sudhir Srivastava, CEO, Maharashtra Maritime Board, Mr Atul Kulkarni, CEO, Chowgule Ports & Infrastructure Pvt. Ltd. Mr Rajeeva Sinha, Director, Mundra Port & SEZ Ltd. felt that private sector ports are essentially “green field” ports.
The discussion centred around the several projects that have opened up which are proving to be counter-productive, and at the same time it was noted that too few projects leads to monopolies. In many Indian port projects, the clauses are being experimented with and their essential spirit is being distorted or forgotten. This attitude has to change. When efficiency of a port rises the shipping costs decrease and vice-versa. We need to build the right kind of human resources for developing logistics infrastructure.
The panellists at the first session of the second day discussed ‘Logistics’. Chaired by Mr Mark Fernandes of Silvester & Co and Chairman of Shipping & Aviation Committee of IMC, they felt that cargo not cleared within 30 days should be auctioned. Besides, the STP (Shipping Trade Practice) Act should be abandoned since it is not serving its purpose. Investment in logistics infrastructure is essential and we have to learn to look bigger and bolder and invest more proactively. We need to connect the coastal railways (particularly the Konkan railway) with the railway system in Central India. Individuals with adequate training and knowledge need to be created for warehouse management and the handling/packaging and stowing of chemical products.
Those who contributed were Mr Ajay Khera, Vice Chairman & MD, Horizon Country Wide Logistics Ltd., Mr Tushar Jani, President, AMTOI Mr Dhritiman H, Tuscan Ventures Mr R K Rubin, M.D. – Transcon Freight System Pvt. Ltd. Mr Paul Bradley, President - Arshiya International Limited, Mr Bharat Joshi, Director, Associated Container Terminals Ltd. and Mr Sudhir Srivastava, CEO of the Maharashtra Maritime Board.
The session on IT noted that as far as customs processing goes (particularly at Nhava Sheva) the time taken is very short since they are highly competitive internationally. A risk-management system was developed by the government three years ago and introduced at Nhava Sheva. For registered clients, there are now many facilities. Stamp duty procedure is also simplified. Customs time has been cut by half. About forty percent of delayed time is due to wrong filing of documents. Container terminal operations are automated. Real time data is available on the website. There is a GIS for land management.
Connectivity is critical for the smooth functioning of multimodal transport when it came to productivity was the consensus of the last session chaired by Mr K Sathianathan, CEO, ETA Freight Star. The larger the hinterland, the better the connectivity required, for speed and efficiency of cargo movement. Private operators have committed investments to the tune of USD 250 million. The logistics supply chain has two sides – customer and capital. Both need to be considered carefully. Indian railway has not been able to deliver what the ultimate consumer wants. The extent of this clarity will determine the quantum of investments flowing into this field.
Mr Anil Devli, Mr Sankalp Shukla, MD & CEO, Inlogistics, Mr S K Shahi, C & M.D., SKS Logistics Ltd. and Mr Mahendar Puri, Director & CEO, Hind Terminals Pvt. Ltd. constituted the panellists of this last session. As the event came to a close it was declared that Sahil Freight Express were the winners of the “Best Stall Award” for the second time in succession.
CTL-IMEX focuses on Empowering Growth
The two-day International Conference on Ports, Cargo and Logistics – Powering Economic Growth : Logi(Sti) Cal Approach held at the Bombay Exhibition Centre, Mumbai on 29th and 30th January, 2009 made a significant contribution to identifying the factors in the present scenario that could be leveraged in the current economic down trend. Jointly held by the Indian Merchants’ Chambers and Fairplay Group, the conference coincided with a three-day exposition held at the same venue where impressive displays were put up by exhibitors in over 70 stalls.
Inaugurating the Conference and Exhibition on 29th January, Dr Ashwani Kumar, Union Minister of State for Industry, the chief guest at the function, in his address informed that the Union Government had decided to set up five major coastal terminals exclusively for handling petroleum and petrochemicals.
Six interactive sessions spread over the two days focused on different aspects of the logistics and port sector. Mr Michael Pinto, Former Secretary, MoS, Govt. of India chaired the first session which deliberated on Maritime Infrastructure comprised the following panellists: Mr Ramnath Iyer, Director, CRISIL, Capt. Anand Chopra, Sr. V.P. – Container Services & Mktg., SCI Capt Deepak Tewari, CEO, MSC India & President – CSLA Mr S S Hussain, Chairman, JNPT, Ms Karen Oldfield, P & CEO, Halifax Port Authorit Mr Praveen Agarwal, Chairman, Mormugao Port Trust Mr Arvind Bhatnagar, CEO, Gateway Terminals India Pvt. Ltd.
It was observed that the falling freight rates and a lack of appropriate connectivity at major ports were deterrents for new investors in this area. Optimal capacity utilization was another important area where much could be done. In the Indian context labour issues were affecting port productivity and needed to be resolved sensitively. The approach taken at the managerial level was critical to deciding how port infrastructure projects were to be financed. If adequate port infrastructure was not in place, the costs to industry as a whole would rise both nationally and internationally.
The second session focused on ‘Attracting Investment to Ports’ and was chaired by Mr D T Joseph, Former Secretary, MoS, Govt. of India. The panellists included Mr N K Raghupathy, Addl. Secretary & FA, Ministry of Food & Public Distribution, Dr A K Chanda, Chairman, Kolkata Port Trust & Chairman, IPA Mr Luc Arnouts, CCO, Antwerp Port Authority Capt Suresh N Amirapu, GM, PSA Chennai International Terminals Pvt. Ltd. Mr S G Shyam Sundar, M.D- IDFC Private Equity Mr Ganesh Raj, Sr VP & MD, DP World Subcontinent.
During the past five years, very little investment has flowed into Indian ports and a simplification of procedures on the part of the government needed to be put in place urgently. Bureaucracy and red-tapism tends to put off potential investors and hence needs to be immediately curbed. Capacity, connectivity (especially with the railway) and efficiency are the main determinants of attractiveness for investments in the port sector. However, for those wanting to invest, any time is a good time and market forces alone can ensure that the ultimate consumer does not get cheated. However, in the Indian port investment area, the PPP concept needs to be looked at again.
Mr Atanu Chakraborty, VC & CEO, Gujarat Maritime Board chaired the third session on ‘Role of State Government in Development of Non-Major Ports’. The panellists which included Dr Jose Paul, Ex Chairman - JN Port, Mumbai & Mormugao Port, Prof G Raghuram, IIManagement, Ahmedabad, Mr Sudhir Srivastava, CEO, Maharashtra Maritime Board, Mr Atul Kulkarni, CEO, Chowgule Ports & Infrastructure Pvt. Ltd. Mr Rajeeva Sinha, Director, Mundra Port & SEZ Ltd. felt that private sector ports are essentially “green field” ports.
The discussion centred around the several projects that have opened up which are proving to be counter-productive, and at the same time it was noted that too few projects leads to monopolies. In many Indian port projects, the clauses are being experimented with and their essential spirit is being distorted or forgotten. This attitude has to change. When efficiency of a port rises the shipping costs decrease and vice-versa. We need to build the right kind of human resources for developing logistics infrastructure.
The panellists at the first session of the second day discussed ‘Logistics’. Chaired by Mr Mark Fernandes of Silvester & Co and Chairman of Shipping & Aviation Committee of IMC, they felt that cargo not cleared within 30 days should be auctioned. Besides, the STP (Shipping Trade Practice) Act should be abandoned since it is not serving its purpose. Investment in logistics infrastructure is essential and we have to learn to look bigger and bolder and invest more proactively. We need to connect the coastal railways (particularly the Konkan railway) with the railway system in Central India. Individuals with adequate training and knowledge need to be created for warehouse management and the handling/packaging and stowing of chemical products.
Those who contributed were Mr Ajay Khera, Vice Chairman & MD, Horizon Country Wide Logistics Ltd., Mr Tushar Jani, President, AMTOI Mr Dhritiman H, Tuscan Ventures Mr R K Rubin, M.D. – Transcon Freight System Pvt. Ltd. Mr Paul Bradley, President - Arshiya International Limited, Mr Bharat Joshi, Director, Associated Container Terminals Ltd. and Mr Sudhir Srivastava, CEO of the Maharashtra Maritime Board.
The session on IT noted that as far as customs processing goes (particularly at Nhava Sheva) the time taken is very short since they are highly competitive internationally. A risk-management system was developed by the government three years ago and introduced at Nhava Sheva. For registered clients, there are now many facilities. Stamp duty procedure is also simplified. Customs time has been cut by half. About forty percent of delayed time is due to wrong filing of documents. Container terminal operations are automated. Real time data is available on the website. There is a GIS for land management.
Connectivity is critical for the smooth functioning of multimodal transport when it came to productivity was the consensus of the last session chaired by Mr K Sathianathan, CEO, ETA Freight Star. The larger the hinterland, the better the connectivity required, for speed and efficiency of cargo movement. Private operators have committed investments to the tune of USD 250 million. The logistics supply chain has two sides – customer and capital. Both need to be considered carefully. Indian railway has not been able to deliver what the ultimate consumer wants. The extent of this clarity will determine the quantum of investments flowing into this field.
Mr Anil Devli, Mr Sankalp Shukla, MD & CEO, Inlogistics, Mr S K Shahi, C & M.D., SKS Logistics Ltd. and Mr Mahendar Puri, Director & CEO, Hind Terminals Pvt. Ltd. constituted the panellists of this last session. As the event came to a close it was declared that Sahil Freight Express were the winners of the “Best Stall Award” for the second time in succession.
Inaugurating the Conference and Exhibition on 29th January, Dr Ashwani Kumar, Union Minister of State for Industry, the chief guest at the function, in his address informed that the Union Government had decided to set up five major coastal terminals exclusively for handling petroleum and petrochemicals.
Six interactive sessions spread over the two days focused on different aspects of the logistics and port sector. Mr Michael Pinto, Former Secretary, MoS, Govt. of India chaired the first session which deliberated on Maritime Infrastructure comprised the following panellists: Mr Ramnath Iyer, Director, CRISIL, Capt. Anand Chopra, Sr. V.P. – Container Services & Mktg., SCI Capt Deepak Tewari, CEO, MSC India & President – CSLA Mr S S Hussain, Chairman, JNPT, Ms Karen Oldfield, P & CEO, Halifax Port Authorit Mr Praveen Agarwal, Chairman, Mormugao Port Trust Mr Arvind Bhatnagar, CEO, Gateway Terminals India Pvt. Ltd.
It was observed that the falling freight rates and a lack of appropriate connectivity at major ports were deterrents for new investors in this area. Optimal capacity utilization was another important area where much could be done. In the Indian context labour issues were affecting port productivity and needed to be resolved sensitively. The approach taken at the managerial level was critical to deciding how port infrastructure projects were to be financed. If adequate port infrastructure was not in place, the costs to industry as a whole would rise both nationally and internationally.
The second session focused on ‘Attracting Investment to Ports’ and was chaired by Mr D T Joseph, Former Secretary, MoS, Govt. of India. The panellists included Mr N K Raghupathy, Addl. Secretary & FA, Ministry of Food & Public Distribution, Dr A K Chanda, Chairman, Kolkata Port Trust & Chairman, IPA Mr Luc Arnouts, CCO, Antwerp Port Authority Capt Suresh N Amirapu, GM, PSA Chennai International Terminals Pvt. Ltd. Mr S G Shyam Sundar, M.D- IDFC Private Equity Mr Ganesh Raj, Sr VP & MD, DP World Subcontinent.
During the past five years, very little investment has flowed into Indian ports and a simplification of procedures on the part of the government needed to be put in place urgently. Bureaucracy and red-tapism tends to put off potential investors and hence needs to be immediately curbed. Capacity, connectivity (especially with the railway) and efficiency are the main determinants of attractiveness for investments in the port sector. However, for those wanting to invest, any time is a good time and market forces alone can ensure that the ultimate consumer does not get cheated. However, in the Indian port investment area, the PPP concept needs to be looked at again.
Mr Atanu Chakraborty, VC & CEO, Gujarat Maritime Board chaired the third session on ‘Role of State Government in Development of Non-Major Ports’. The panellists which included Dr Jose Paul, Ex Chairman - JN Port, Mumbai & Mormugao Port, Prof G Raghuram, IIManagement, Ahmedabad, Mr Sudhir Srivastava, CEO, Maharashtra Maritime Board, Mr Atul Kulkarni, CEO, Chowgule Ports & Infrastructure Pvt. Ltd. Mr Rajeeva Sinha, Director, Mundra Port & SEZ Ltd. felt that private sector ports are essentially “green field” ports.
The discussion centred around the several projects that have opened up which are proving to be counter-productive, and at the same time it was noted that too few projects leads to monopolies. In many Indian port projects, the clauses are being experimented with and their essential spirit is being distorted or forgotten. This attitude has to change. When efficiency of a port rises the shipping costs decrease and vice-versa. We need to build the right kind of human resources for developing logistics infrastructure.
The panellists at the first session of the second day discussed ‘Logistics’. Chaired by Mr Mark Fernandes of Silvester & Co and Chairman of Shipping & Aviation Committee of IMC, they felt that cargo not cleared within 30 days should be auctioned. Besides, the STP (Shipping Trade Practice) Act should be abandoned since it is not serving its purpose. Investment in logistics infrastructure is essential and we have to learn to look bigger and bolder and invest more proactively. We need to connect the coastal railways (particularly the Konkan railway) with the railway system in Central India. Individuals with adequate training and knowledge need to be created for warehouse management and the handling/packaging and stowing of chemical products.
Those who contributed were Mr Ajay Khera, Vice Chairman & MD, Horizon Country Wide Logistics Ltd., Mr Tushar Jani, President, AMTOI Mr Dhritiman H, Tuscan Ventures Mr R K Rubin, M.D. – Transcon Freight System Pvt. Ltd. Mr Paul Bradley, President - Arshiya International Limited, Mr Bharat Joshi, Director, Associated Container Terminals Ltd. and Mr Sudhir Srivastava, CEO of the Maharashtra Maritime Board.
The session on IT noted that as far as customs processing goes (particularly at Nhava Sheva) the time taken is very short since they are highly competitive internationally. A risk-management system was developed by the government three years ago and introduced at Nhava Sheva. For registered clients, there are now many facilities. Stamp duty procedure is also simplified. Customs time has been cut by half. About forty percent of delayed time is due to wrong filing of documents. Container terminal operations are automated. Real time data is available on the website. There is a GIS for land management.
Connectivity is critical for the smooth functioning of multimodal transport when it came to productivity was the consensus of the last session chaired by Mr K Sathianathan, CEO, ETA Freight Star. The larger the hinterland, the better the connectivity required, for speed and efficiency of cargo movement. Private operators have committed investments to the tune of USD 250 million. The logistics supply chain has two sides – customer and capital. Both need to be considered carefully. Indian railway has not been able to deliver what the ultimate consumer wants. The extent of this clarity will determine the quantum of investments flowing into this field.
Mr Anil Devli, Mr Sankalp Shukla, MD & CEO, Inlogistics, Mr S K Shahi, C & M.D., SKS Logistics Ltd. and Mr Mahendar Puri, Director & CEO, Hind Terminals Pvt. Ltd. constituted the panellists of this last session. As the event came to a close it was declared that Sahil Freight Express were the winners of the “Best Stall Award” for the second time in succession.
Monday, 9 February 2009
MSC Training Centre Inaugurated
MSC Ship Management (India) Pvt. Ltd. had the Inauguration of its Training Centre on January30, 2009, on the Third floor of MSC House, to address the issue of skill enhancement of seafarers on board MSC vessels. This value-added training will assist the staff in on-board work, handling of emergencies and better utilisation of resources. As this training is being undertaken in-house, it gives the flexibility to conduct focussed training, aimed at specific requirements.
This state-of-the-art Training Centre is a multi-million dollar investment with the latest and most sophisticated Full-Mission Bridge & Engine Simulators, Automation & Electrical labs, Classrooms with the latest audio-visual aids and all other necessary training facilities.
Mandatory courses include Regular and Refresher MEPC courses for Officers as well as ratings.
Value-added courses include :
The Engine Automation Course, EAC, deals with the Main Engine's control system. Software is used along with an in-house developed Main Engine Control System Trainer, that enables fault-finding to be conducted. Basic concepts of Control, including Proportional, Integral and Derivative action, can be understood on a Process Control Trainer.
The Programmable Logic Controllers, PLC, Course deals with the latest automation and control systems, as found on modern vessels, giving an opportunity to develop new skill-sets for ship's Engineers.
The Engine Room Management, ERM, course deals with the analysis and practical handling of Emergency situations faced on board. This not only uses Case Studies of actual situations, but also gives a 'hands-on' opportunity to practice handling of these emergency situations in a Simulator.
Ship Handling Simulator, SHS, course is a Simulator course for deck officers.
This state-of-the-art Training Centre is a multi-million dollar investment with the latest and most sophisticated Full-Mission Bridge & Engine Simulators, Automation & Electrical labs, Classrooms with the latest audio-visual aids and all other necessary training facilities.
Mandatory courses include Regular and Refresher MEPC courses for Officers as well as ratings.
Value-added courses include :
The Engine Automation Course, EAC, deals with the Main Engine's control system. Software is used along with an in-house developed Main Engine Control System Trainer, that enables fault-finding to be conducted. Basic concepts of Control, including Proportional, Integral and Derivative action, can be understood on a Process Control Trainer.
The Programmable Logic Controllers, PLC, Course deals with the latest automation and control systems, as found on modern vessels, giving an opportunity to develop new skill-sets for ship's Engineers.
The Engine Room Management, ERM, course deals with the analysis and practical handling of Emergency situations faced on board. This not only uses Case Studies of actual situations, but also gives a 'hands-on' opportunity to practice handling of these emergency situations in a Simulator.
Ship Handling Simulator, SHS, course is a Simulator course for deck officers.
CFS seeing a change in business landscape
As the impact of the downturn has begun to trickle down to the container freight stations (CFS), operators are beginning to see the need to bring in a change in their concept of ‘work’ to pass through the subdued environment conditions. Where traditionally CFSs was considered an extension of a port, more and more operators are now beginning to view them as being more productive and important tools in the global logistics / supply chain industry. This means that modernisation and adhering to global standards of operations is a mandatory requirement.
Though the change in the business landscape is considered a strategic move to keep them from getting in the red, various options are being mulled over by CFS owners on how this can be achieved. Many are focused on providing end-to-end logistics solutions. Some find it is time to come up with outsourcing offers to the EXIM trade by providing various facilities at the CFS as a cheaper option to undertake manufacturing activities. Yet others want to start valued added operations or undertake other such allied activities.
With six container freight stations, Gateway Distriparks Ltd has embarked on providing logistics solutions that fulfil the needs of the international trading community as well as the shipping industry. While most other CFSs are set up with the support of shipping lines, Gateway Distriparks has been an independent operator. Being blessed with a holistic vision and expanding network Gateway East India CFS offers effective and customized services in the ever changing market environment.
“Our focus is now on terminal handling, coastal shipping and air cargo because setting up more CFSs now is out of the question since there is no business in this direction,” informs Capt A.K. Bhattacharjee, vice president (Operations) of the company. “With the present downtrend the only way for a container freight station to stay afloat is to look to re-orienting its services to provide end-to-end solutions. This is the best that CFSs can do now as they are completely, wholly and solely dependent on shipping lines’ volumes.
“In keeping with our policy of providing world-class state-of-the-art logistics solutions, we are seriously mulling over investing heavily into terminal handling and coastal shipping. In order to ensure the success of coastal shipping we are planning to acquire our own vessels and set up the required infrastructure so that we are better able to provide cheaper transport and offer reliable end-to-end solutions to our customers.”
Thomas Varghese, sr. vice president (operations), Seaworld Shipping and Logistics Pvt. Ltd., and co-chairman of Indian Merchants’ Chambers subscribes to a similar approach. He says that consistent performance is the most fundamental need for any service related organization to survive, succeed and grow. “In these times of recession CFS owners will have to consider undertaking value added services for goods passing through their facility,” he says. “They could also consider providing empty container storage and damage repair facility, reefer points, electronic weigh bridges, reefer monitoring, chassis stuffing and de-stuffing, haz-mat co-ordination for dangerous goods monitoring, utility space for service providers having communication facilities and a business centre with modern material, and container handling equipment, etc.
Port officials on the other hand feel that everything is hunky-dory. “In fact more CFSs are required in and around JNPT,” contends Anantha Hambarde, sr. manager (Projects & CFS), JNPT. He points out that outside the JNPT as many as 21 CFSs are in operation or due to be commissioned and another 11 are likely to be set up but appear to have gone slow as a result of the downturn. Without these CFSs the port would suffer severe congestion.
“No doubt, having a CFS inside the port will bring down the cost as is the case with JNPT’s own CFS which was earlier operated by Central Warehousing Corporation and is now run by Speedy Multi-modal. Also the charges offered by this CFS are 50% lower than those offered by other CFSs based outside the port.”
According to sources the CFS belonging to the JN port which is 4 km from the port is being handled by CWC but Speedy Multimodal has taken over operations since a few months ago. They are however, according to these sources unable to manage the CFS, being under the jurisdiction of the Tariff Authority of Major Ports (TAMP). Since TAMP is not allowing them to increase their rates by 100% as recorded in their appeal, they have gone to court against TAMP’s decision.
JNPT in fact, strongly opposes any suggestion to have privately operated CFSs inside the port as large areas will be blocked for the stuffing and destuffing operations and for container stacking. Lay manpower and private vehicles will on the other hand, have to be given access making it not only difficult to keep tabs on such traffic, but also leading to serious breeches in security in the port and to its infrastructure as also to the people operating there.
“Allowing private CFSs to operate will create security problems,” says Mr Hambarde. “JNPT has been designed as a technical-intensive port and is not labour-intensive as are Mumbai and Kolkata ports. We don’t want labour working inside the port. Many other ports such as Mumbai and Chennai port have seen their efficiency going down as a result of labour being allowed inside the port. Chennai has recently decided to have all the CFSs outside the port and have a particular point of delivery for the cargo. Kandla too is undertaking modernisation of its port. The CFSs outside can bring in their private labour but we want to avoid labour becoming part of the port’s liability.”
Cost-wise too a CFS inside the port area could be a better option feels Capt Bhattacharjee. He however confirms that ports such as JNPT do not allow access to port area for setting up CFSs in order to prevent congestion and for security reasons. Besides there are several hassles for the CFS operator, the major ones being that the CFSs inside would be governed by the port and would be allowed to operate on a revenue sharing basis and would also come under the jurisdiction of TAMP.
“But one must not forget that a CFS is an extension of the port,” he states. “It is only when the volume decreases, that such a port would consider allowing parties to open CFSs in the port area. In a port of JNPT’s dimensions, if there were CFSs the large number of vehicles and casual labourers allowed to find employment would add tremendously to the prevalent congestion bringing down the efficiency of the port.”
But Mr Varghese felt that in every case a CFS operating outside the port area is more cost effective. “Operating CFSs from inside the port will be more expensive to the trade even though they will be merely taking away the cargo,” says Mr Varghese. “Several costs including port royalty and complying with TAMP regulations would come into play when these are based inside the port area. the ensuing congestion will result in delays and additional cost to the trade. There is no doubt that the CFS outside the port is more cost effective.”
According to Mr Varghese, there are ways and means to overcome the financial crisis. “The CFS is supposed to be a total logistic centre but being a custom bonded area the CFS operator would face certain limitations which would hamper his activities such as bringing in outside cargo for in-transit storage, labelling and packaging, keeping inventory control and other such activities would also not be permitted. However, manufacturers could avail of such facilities in the CFS by sending the goods meant for export directly to the CFS. However, not everyone has his own warehouse or facility for labelling and packaging or inventory control.”
The CFS being jointly developed by CMA CGM Global (India) Pvt. Ltd and CMA CGM SA of Marseilles and christened Ameya Logistics, is soon to be commissioned according to an official of the company. Designed to handle 50,000 TEU annually in a 21 acre area, the CFS had earmarked twice as much space to accommodate future expansion. The company presently plans to use this unused space for certain diverse activities to overcome the economic crisis.
But this cannot be done in the case of other operators whose entire area of operations has been notified by the customs as bonded areas. Hence CFS operators are restricted from undertaking any business other than that of import and export cargo. “Even to reduce the area under bonded area and use the remaining for storage, ‘pick and pack’ or other activities means having to ‘de-notify’ and then ‘re-notify’ the CFS which is a very difficult and lengthy process and one cannot be sure of achieving the desired results,” says Capt Bhattacharjee.
SICAL Logistics Ltd which has two CFSs jointly operated with PSA, one at Tuticorin with a capacity to handle 0.5 million TEU and another coming up at Chennai with a capacity to handle 1.5 million TEU hope to fare better than others. “Most such projects are on long term and have already had financial closures,” says Mr Sudhir Rangnekar, Managing Director & Group CEO. “Though the shipping throughput has gone down it will not affect our operations.” Opining on their ability to weather the economic downturn he says CFS operators will have to be cost conscious and frugal. “This subdued environment will not last very long here since India’s domestic trade is reasonably good unlike in China which is export-driven and of course, developed countries such as the USA and Europe,” he says. “This lull is only temporary phase since it is manmade.”
According to a report prepared for JNPT by IIM, Ahmedabad, 30% of port traffic is generally directed to the CFS, since it serves as a backup area from the port’s point of view, while the remaining traffic either moves to and from the ICDs situated in upcountry regions or is taken delivery of directly by importers/exporters. The report states that there is scope for setting up more CFSs. It is indeed a time to consolidate if not expand operations.
Though the change in the business landscape is considered a strategic move to keep them from getting in the red, various options are being mulled over by CFS owners on how this can be achieved. Many are focused on providing end-to-end logistics solutions. Some find it is time to come up with outsourcing offers to the EXIM trade by providing various facilities at the CFS as a cheaper option to undertake manufacturing activities. Yet others want to start valued added operations or undertake other such allied activities.
With six container freight stations, Gateway Distriparks Ltd has embarked on providing logistics solutions that fulfil the needs of the international trading community as well as the shipping industry. While most other CFSs are set up with the support of shipping lines, Gateway Distriparks has been an independent operator. Being blessed with a holistic vision and expanding network Gateway East India CFS offers effective and customized services in the ever changing market environment.
“Our focus is now on terminal handling, coastal shipping and air cargo because setting up more CFSs now is out of the question since there is no business in this direction,” informs Capt A.K. Bhattacharjee, vice president (Operations) of the company. “With the present downtrend the only way for a container freight station to stay afloat is to look to re-orienting its services to provide end-to-end solutions. This is the best that CFSs can do now as they are completely, wholly and solely dependent on shipping lines’ volumes.
“In keeping with our policy of providing world-class state-of-the-art logistics solutions, we are seriously mulling over investing heavily into terminal handling and coastal shipping. In order to ensure the success of coastal shipping we are planning to acquire our own vessels and set up the required infrastructure so that we are better able to provide cheaper transport and offer reliable end-to-end solutions to our customers.”
Thomas Varghese, sr. vice president (operations), Seaworld Shipping and Logistics Pvt. Ltd., and co-chairman of Indian Merchants’ Chambers subscribes to a similar approach. He says that consistent performance is the most fundamental need for any service related organization to survive, succeed and grow. “In these times of recession CFS owners will have to consider undertaking value added services for goods passing through their facility,” he says. “They could also consider providing empty container storage and damage repair facility, reefer points, electronic weigh bridges, reefer monitoring, chassis stuffing and de-stuffing, haz-mat co-ordination for dangerous goods monitoring, utility space for service providers having communication facilities and a business centre with modern material, and container handling equipment, etc.
Port officials on the other hand feel that everything is hunky-dory. “In fact more CFSs are required in and around JNPT,” contends Anantha Hambarde, sr. manager (Projects & CFS), JNPT. He points out that outside the JNPT as many as 21 CFSs are in operation or due to be commissioned and another 11 are likely to be set up but appear to have gone slow as a result of the downturn. Without these CFSs the port would suffer severe congestion.
“No doubt, having a CFS inside the port will bring down the cost as is the case with JNPT’s own CFS which was earlier operated by Central Warehousing Corporation and is now run by Speedy Multi-modal. Also the charges offered by this CFS are 50% lower than those offered by other CFSs based outside the port.”
According to sources the CFS belonging to the JN port which is 4 km from the port is being handled by CWC but Speedy Multimodal has taken over operations since a few months ago. They are however, according to these sources unable to manage the CFS, being under the jurisdiction of the Tariff Authority of Major Ports (TAMP). Since TAMP is not allowing them to increase their rates by 100% as recorded in their appeal, they have gone to court against TAMP’s decision.
JNPT in fact, strongly opposes any suggestion to have privately operated CFSs inside the port as large areas will be blocked for the stuffing and destuffing operations and for container stacking. Lay manpower and private vehicles will on the other hand, have to be given access making it not only difficult to keep tabs on such traffic, but also leading to serious breeches in security in the port and to its infrastructure as also to the people operating there.
“Allowing private CFSs to operate will create security problems,” says Mr Hambarde. “JNPT has been designed as a technical-intensive port and is not labour-intensive as are Mumbai and Kolkata ports. We don’t want labour working inside the port. Many other ports such as Mumbai and Chennai port have seen their efficiency going down as a result of labour being allowed inside the port. Chennai has recently decided to have all the CFSs outside the port and have a particular point of delivery for the cargo. Kandla too is undertaking modernisation of its port. The CFSs outside can bring in their private labour but we want to avoid labour becoming part of the port’s liability.”
Cost-wise too a CFS inside the port area could be a better option feels Capt Bhattacharjee. He however confirms that ports such as JNPT do not allow access to port area for setting up CFSs in order to prevent congestion and for security reasons. Besides there are several hassles for the CFS operator, the major ones being that the CFSs inside would be governed by the port and would be allowed to operate on a revenue sharing basis and would also come under the jurisdiction of TAMP.
“But one must not forget that a CFS is an extension of the port,” he states. “It is only when the volume decreases, that such a port would consider allowing parties to open CFSs in the port area. In a port of JNPT’s dimensions, if there were CFSs the large number of vehicles and casual labourers allowed to find employment would add tremendously to the prevalent congestion bringing down the efficiency of the port.”
But Mr Varghese felt that in every case a CFS operating outside the port area is more cost effective. “Operating CFSs from inside the port will be more expensive to the trade even though they will be merely taking away the cargo,” says Mr Varghese. “Several costs including port royalty and complying with TAMP regulations would come into play when these are based inside the port area. the ensuing congestion will result in delays and additional cost to the trade. There is no doubt that the CFS outside the port is more cost effective.”
According to Mr Varghese, there are ways and means to overcome the financial crisis. “The CFS is supposed to be a total logistic centre but being a custom bonded area the CFS operator would face certain limitations which would hamper his activities such as bringing in outside cargo for in-transit storage, labelling and packaging, keeping inventory control and other such activities would also not be permitted. However, manufacturers could avail of such facilities in the CFS by sending the goods meant for export directly to the CFS. However, not everyone has his own warehouse or facility for labelling and packaging or inventory control.”
The CFS being jointly developed by CMA CGM Global (India) Pvt. Ltd and CMA CGM SA of Marseilles and christened Ameya Logistics, is soon to be commissioned according to an official of the company. Designed to handle 50,000 TEU annually in a 21 acre area, the CFS had earmarked twice as much space to accommodate future expansion. The company presently plans to use this unused space for certain diverse activities to overcome the economic crisis.
But this cannot be done in the case of other operators whose entire area of operations has been notified by the customs as bonded areas. Hence CFS operators are restricted from undertaking any business other than that of import and export cargo. “Even to reduce the area under bonded area and use the remaining for storage, ‘pick and pack’ or other activities means having to ‘de-notify’ and then ‘re-notify’ the CFS which is a very difficult and lengthy process and one cannot be sure of achieving the desired results,” says Capt Bhattacharjee.
SICAL Logistics Ltd which has two CFSs jointly operated with PSA, one at Tuticorin with a capacity to handle 0.5 million TEU and another coming up at Chennai with a capacity to handle 1.5 million TEU hope to fare better than others. “Most such projects are on long term and have already had financial closures,” says Mr Sudhir Rangnekar, Managing Director & Group CEO. “Though the shipping throughput has gone down it will not affect our operations.” Opining on their ability to weather the economic downturn he says CFS operators will have to be cost conscious and frugal. “This subdued environment will not last very long here since India’s domestic trade is reasonably good unlike in China which is export-driven and of course, developed countries such as the USA and Europe,” he says. “This lull is only temporary phase since it is manmade.”
According to a report prepared for JNPT by IIM, Ahmedabad, 30% of port traffic is generally directed to the CFS, since it serves as a backup area from the port’s point of view, while the remaining traffic either moves to and from the ICDs situated in upcountry regions or is taken delivery of directly by importers/exporters. The report states that there is scope for setting up more CFSs. It is indeed a time to consolidate if not expand operations.
Tuesday, 3 February 2009
Softlink unveils Logi-Sys & X-ponent
Mumbai, January 29, 2009: Softlink, one of India's leading software product companies, today announced the launch of two new products, ‘Logi-Sys’ & ‘X-Ponent’ at the International Cargo, Logistics & Maritime Conference and Exhibition. These products are designed for simplifying operations of the entire logistics industry.
Logi-Sys is a web-based, enterprise-class Logistics Suite for managing the operations of international freight forwarders, third party logistics players (3PLs), Air Cargo Agents, Shipping Agencies and Non-vessel operating common carriers (NVOCCs). The product is designed to address the challenges of management of air and sea freight operations across locations, manage revenue flow, streamline documentation and meet regulatory requirements. Logi-Sys supports multi-country and multi-currency transactions.
X-Ponent is a software for sales, service and marketing operations management that helps user organizations to win every deal, retain every customer and streamline processes. The product enhances an organizations efficiency, revenue and profit by enabling identification and capturing of every sales opportunity, retention of existing customers, and optimum utilization of organizational resources.
“Logi-Sys and X-Ponent will empower logistics players to scale-up their operations, enable them to be globally competitive, thus helping enhance revenues while controlling costs. In essence, these products therefore will help organizations to not just survive but grow and prosper in these challenging times. We truly believe that these products will go a long way in fulfilling our mission of simplifying operations for the logistics industry.” said Mr. Amit Maheshwari, Founder & CEO, Softlink Logistic Systems Pvt. Ltd.
“The product portfolio expansion is a part of our overall strategy to go global with our product line. We believe that our products are the best in the industry and we have the competency to provide innovative products to the international logistics industry.” said Mr. N.K. Gupta, Chairman, Softlink Logistic Systems Pvt. Ltd.
Logi-Sys is a web-based, enterprise-class Logistics Suite for managing the operations of international freight forwarders, third party logistics players (3PLs), Air Cargo Agents, Shipping Agencies and Non-vessel operating common carriers (NVOCCs). The product is designed to address the challenges of management of air and sea freight operations across locations, manage revenue flow, streamline documentation and meet regulatory requirements. Logi-Sys supports multi-country and multi-currency transactions.
X-Ponent is a software for sales, service and marketing operations management that helps user organizations to win every deal, retain every customer and streamline processes. The product enhances an organizations efficiency, revenue and profit by enabling identification and capturing of every sales opportunity, retention of existing customers, and optimum utilization of organizational resources.
“Logi-Sys and X-Ponent will empower logistics players to scale-up their operations, enable them to be globally competitive, thus helping enhance revenues while controlling costs. In essence, these products therefore will help organizations to not just survive but grow and prosper in these challenging times. We truly believe that these products will go a long way in fulfilling our mission of simplifying operations for the logistics industry.” said Mr. Amit Maheshwari, Founder & CEO, Softlink Logistic Systems Pvt. Ltd.
“The product portfolio expansion is a part of our overall strategy to go global with our product line. We believe that our products are the best in the industry and we have the competency to provide innovative products to the international logistics industry.” said Mr. N.K. Gupta, Chairman, Softlink Logistic Systems Pvt. Ltd.
WMTC 2009 brings to fore new technologies
The Institution of Marine Engineers (India) hosted the World Maritime Technology Conference (WMTC) 2009, for the first time in Asia organising it at the National Centre for Performing Arts, Mumbai from January 21 to January 24, 2009. The focus was on ‘Perceptions and Visions’ a theme that was selected keeping in mind, the fact that the maritime industry is going through certain forceful changes.
Held once every three years, this was the third such conference in line - the first having been held in San Francisco (in 2003) and the second in London (2006). It helped to showcase for the benefit of the international marine industry stakeholders the advances in technology, availability of latest products and services and a provision made for establishing a forum for exchange in technology between players both at the national as well as the international level. 48 papers featuring the latest developments in technology came up for discussion. 65 stalls displayed exhibits of international equipment makers, shipyards and service providers drawing a large number of visitors through all the four days.
Opening with the keynote address, Mr Oho Kong-Gyun observed that 80% of ship building activity was based in Asia, as was also the largest number of technical papers presented. He set the conference in motion extolling South Asian countries especially India for technological advances made in shipping in general and in the port sector in particular.
The first paper was presented by Mr US Kalghatgi, chief surveyor of the Indian Register of Shipping (IRS), who projected the scheme of a ‘Clean Ship - A Technical Challenge to the Maritime Industry’. He envisioned the clean ship to have a visionary approach aiming to develop the concept of vessels designed, constructed and operated in an integrated manner to eliminate harmful discharges and emissions throughout their working life.
Having a well-trained manpower on board the ship was an issue that took centre stage that day. In this regard, speaking on computer based training (CBT) Mr Uday Ranadive, chief surveyor & sr. vice president of IRS in his presentation stated that the trainee is better prepared to learn through on-the-job training since CBT is a rich, multi-sensory delivery system facilitating greater retention of knowledge. Besides being cost effective, self paced and flexible it gives increased control to the trainers to improve job performance.
Prof (Dr) S. Selvaraju, professor & head – dept. of marine engg, of Sri Venkateswara College of Engineering, Chennai stated, “During the period of service, ships have to perform according to specific requirements. Any aberration in this performance needs to be identified, isolated, and some methods are needed to be found to rectify it. The NLP technique was found useful for correcting it.”
With an increase in automation and work overload, Claus Walther Jensen, senior lecturer at SIMAC (Svendborg International Maritime Academy) and Head of the SIMAC Laboratories, Denmark advocated use of IT technology onboard when presenting his paper on ‘Automation is the new challenge for education of ship officers’. He detailed the work undertaken at SIMAC to meet the pedagogical challenge of training the students in automation and technical IT systems. Swapan Das Sarma, Director, Teledata Marine Solutions, New York, USA on the other hand contended that to maintain a supply of knowledge workers to the maritime industry a progressive, yet revolutionary change using information technology and networked learning was recommended.
Electromagnetic radiation has also been identifies as a source of problems caused on board vessels and was also responsible for major injuries caused to internal organs of humans. Equipment such as converters, power panels, microprocessors, radar antennae etc., installed within the proximity of an area where seafarers operated caused phantom emissions both in the narrow and broad bands of the electromagnetic spectrum. A software programme has been devised to deal with such hazardous situations.
Also speaking on the need for increasing the number of seafarers, Douglas B. Stevenson, director of the Centre for Seafarers’ Rights, Seamen’s Church Institute of New York & New Jersey brought into focus the issues relating to ‘Recruiting and Retraining Seafarers – Security restrictions Criminal Prosecution and Abandonment’. Mark Williams, director of West of England (P & I Club) on the other hand highlighted some of the MARPOL violations in the USA.
With regard to protection of the environment, shipping is expected to bear its share of the burden and contribute to overall Green House Gas emission (GHG) reduction. This was brought in the paper of Ms. (Dr) Gillian L. Reynolds, Principal Environment and Sustainability Adviser of Lloyd’s Register (which was read by Andrew Easdown, the company’s Sr. Vice President - South Asia Marine). “Control of GHG emissions need to be undertaken on a global footing if they are to be effective,” he stated. “The IMO is striving to obtain an agreement on mechanisms to control CO2 emissions from shipping and should be supported in this undertaking.”
For enhanced prevention of oil leakages Mo Husain, president, MH Systems, USA had a better alternative to double hull tanker. He suggested ‘Double Side Hull on Single Bottom Tanker with under pressure system’. This was because double hulls are structurally complex and expensive, and appear to be developing operational disadvantages as well.
Taking a brief look at the maritime scenario Capt S. Bharadwaj, Vice Chancellor of AMET University, explained in detail about the dual competent ships’ crew complement and how viable it was and how much value addition it provided. Sudhir S. Rangnekar, md & group ceo of, Sical Logistics on the other hand gave a mundane version about the ‘Indian Port sector’. He maintained that as more seaports and terminals – both public and private ones joined the market race for their share of the ocean cargo pie in India, a key differentiator of their service quality could be compiled depending on how well they were geared to providing a better turnaround time for ships – by eliminating berthing delays and ensuring more efficient handling of cargo by reducing the cargo dwell time at the port and along the logistics chain.
Several other papers highlighted other aspects such as Energy efficient ships, environment and safety management in shipping, navigation, electronic and IT for ships, hull and machinery drew a lot of interest from the large number of participants who attended the conference.
Held once every three years, this was the third such conference in line - the first having been held in San Francisco (in 2003) and the second in London (2006). It helped to showcase for the benefit of the international marine industry stakeholders the advances in technology, availability of latest products and services and a provision made for establishing a forum for exchange in technology between players both at the national as well as the international level. 48 papers featuring the latest developments in technology came up for discussion. 65 stalls displayed exhibits of international equipment makers, shipyards and service providers drawing a large number of visitors through all the four days.
Opening with the keynote address, Mr Oho Kong-Gyun observed that 80% of ship building activity was based in Asia, as was also the largest number of technical papers presented. He set the conference in motion extolling South Asian countries especially India for technological advances made in shipping in general and in the port sector in particular.
The first paper was presented by Mr US Kalghatgi, chief surveyor of the Indian Register of Shipping (IRS), who projected the scheme of a ‘Clean Ship - A Technical Challenge to the Maritime Industry’. He envisioned the clean ship to have a visionary approach aiming to develop the concept of vessels designed, constructed and operated in an integrated manner to eliminate harmful discharges and emissions throughout their working life.
Having a well-trained manpower on board the ship was an issue that took centre stage that day. In this regard, speaking on computer based training (CBT) Mr Uday Ranadive, chief surveyor & sr. vice president of IRS in his presentation stated that the trainee is better prepared to learn through on-the-job training since CBT is a rich, multi-sensory delivery system facilitating greater retention of knowledge. Besides being cost effective, self paced and flexible it gives increased control to the trainers to improve job performance.
Prof (Dr) S. Selvaraju, professor & head – dept. of marine engg, of Sri Venkateswara College of Engineering, Chennai stated, “During the period of service, ships have to perform according to specific requirements. Any aberration in this performance needs to be identified, isolated, and some methods are needed to be found to rectify it. The NLP technique was found useful for correcting it.”
With an increase in automation and work overload, Claus Walther Jensen, senior lecturer at SIMAC (Svendborg International Maritime Academy) and Head of the SIMAC Laboratories, Denmark advocated use of IT technology onboard when presenting his paper on ‘Automation is the new challenge for education of ship officers’. He detailed the work undertaken at SIMAC to meet the pedagogical challenge of training the students in automation and technical IT systems. Swapan Das Sarma, Director, Teledata Marine Solutions, New York, USA on the other hand contended that to maintain a supply of knowledge workers to the maritime industry a progressive, yet revolutionary change using information technology and networked learning was recommended.
Electromagnetic radiation has also been identifies as a source of problems caused on board vessels and was also responsible for major injuries caused to internal organs of humans. Equipment such as converters, power panels, microprocessors, radar antennae etc., installed within the proximity of an area where seafarers operated caused phantom emissions both in the narrow and broad bands of the electromagnetic spectrum. A software programme has been devised to deal with such hazardous situations.
Also speaking on the need for increasing the number of seafarers, Douglas B. Stevenson, director of the Centre for Seafarers’ Rights, Seamen’s Church Institute of New York & New Jersey brought into focus the issues relating to ‘Recruiting and Retraining Seafarers – Security restrictions Criminal Prosecution and Abandonment’. Mark Williams, director of West of England (P & I Club) on the other hand highlighted some of the MARPOL violations in the USA.
With regard to protection of the environment, shipping is expected to bear its share of the burden and contribute to overall Green House Gas emission (GHG) reduction. This was brought in the paper of Ms. (Dr) Gillian L. Reynolds, Principal Environment and Sustainability Adviser of Lloyd’s Register (which was read by Andrew Easdown, the company’s Sr. Vice President - South Asia Marine). “Control of GHG emissions need to be undertaken on a global footing if they are to be effective,” he stated. “The IMO is striving to obtain an agreement on mechanisms to control CO2 emissions from shipping and should be supported in this undertaking.”
For enhanced prevention of oil leakages Mo Husain, president, MH Systems, USA had a better alternative to double hull tanker. He suggested ‘Double Side Hull on Single Bottom Tanker with under pressure system’. This was because double hulls are structurally complex and expensive, and appear to be developing operational disadvantages as well.
Taking a brief look at the maritime scenario Capt S. Bharadwaj, Vice Chancellor of AMET University, explained in detail about the dual competent ships’ crew complement and how viable it was and how much value addition it provided. Sudhir S. Rangnekar, md & group ceo of, Sical Logistics on the other hand gave a mundane version about the ‘Indian Port sector’. He maintained that as more seaports and terminals – both public and private ones joined the market race for their share of the ocean cargo pie in India, a key differentiator of their service quality could be compiled depending on how well they were geared to providing a better turnaround time for ships – by eliminating berthing delays and ensuring more efficient handling of cargo by reducing the cargo dwell time at the port and along the logistics chain.
Several other papers highlighted other aspects such as Energy efficient ships, environment and safety management in shipping, navigation, electronic and IT for ships, hull and machinery drew a lot of interest from the large number of participants who attended the conference.
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