A Singapore-flag offshore tug/ supply vessel, the 797 gt Ocean Lark, capsized at around 0500 local time today (6 January) in the vicinity of the Horsburgh lighthouse. Two of its crew were rescued, two bodies found and nine are still unaccounted for. The Equasis database lists the manager as being Seaspec Marine Services and the registered owner as being Intone Pte Ltd.
It is unclear what caused the 1973-built, Bureau Veritas-classed vessel to capsize. The alarm was raised when another offshore support vessel saw a liferaft 16 miles off the Horsburgh and discovered the two survivors about five hours after their vessel had sunk.
The Maritime and Port Authority of Singapore (MPA), the Singapore Air Force, Singapore Navy and commercial vessels have been searching for missing crew members since the alarm was raised. The wreck of the Ocean Lark has been located and two bodies recovered. It understood all of the crew were Indonesian and that the Ocean Lark was on passage from Batam, to Matak.
Monday 11 January, 2010
MIT study shows the value of Damco's SupplyChain CarbonCheck
MIT Center for Transportation & Logistics (MIT CTL) has now identified Damco’s carbon management approach as potentially up to 25% more accurate than other approaches.
This was announced in a newly published joint study, conducted by Damco and MIT, on supply chain carbon footprint calculations, aiming to develop ways for companies to map their footprint effectively, and identify the most effective opportunities to reduce it.
Erling Johns Nielsen, Global Head of Damco’s supply chain development practice, states, “Accurate mapping of the supply chains, identification and management of CO2 hotspots is critical for companies to be able to take the right actions to reduce their carbon emissions, deliver on CSR strategies and significantly cut costs.
“Companies are faced with increased demands to ensure transparency and common understanding of transportation and distribution carbon emissions. However, there have been no common standards across the 3PL industry for how to calculate a company’s carbon footprint. Damco, through our work with MIT, has now established a new industry benchmark for how supply chain carbon emissions should be calculated in a uniform way.”
The main conclusions in the study are that Damco's approach to carbon footprinting is more comprehensive and accurate than the more generic and predominant carbon footprint assessment when ocean logistics are part of the mix. According to MIT CTL researchers, the generic approach under- or over-estimate carbon emissions by up to 25% at a product level from factory door in Asia to a distribution centre in the United States.
Mr. Nielsen explains, “We compared two methodologies for how to calculate a company’s carbon footprint. One was calculated using publicly available emission standards, which is the most common way in the market, and the other using Damco’s SupplyChain CarbonCheck methodology which is based on operational insights, live data and more detailed emission standards and calculations.”
“The work undertaken by MIT to determine the value of the SupplyChain CarbonCheck is a further step in our goal to present innovative and valid solutions to our customers in such crucial topics as Green Logistics and Climate Change” says Martin Thaysen, Chief Commercial Officer for Damco, “We have an ongoing commitment to create value for our customers and enable them to reduce their carbon footprint and associated costs. This is something we continue to invest in.”
This was announced in a newly published joint study, conducted by Damco and MIT, on supply chain carbon footprint calculations, aiming to develop ways for companies to map their footprint effectively, and identify the most effective opportunities to reduce it.
Erling Johns Nielsen, Global Head of Damco’s supply chain development practice, states, “Accurate mapping of the supply chains, identification and management of CO2 hotspots is critical for companies to be able to take the right actions to reduce their carbon emissions, deliver on CSR strategies and significantly cut costs.
“Companies are faced with increased demands to ensure transparency and common understanding of transportation and distribution carbon emissions. However, there have been no common standards across the 3PL industry for how to calculate a company’s carbon footprint. Damco, through our work with MIT, has now established a new industry benchmark for how supply chain carbon emissions should be calculated in a uniform way.”
The main conclusions in the study are that Damco's approach to carbon footprinting is more comprehensive and accurate than the more generic and predominant carbon footprint assessment when ocean logistics are part of the mix. According to MIT CTL researchers, the generic approach under- or over-estimate carbon emissions by up to 25% at a product level from factory door in Asia to a distribution centre in the United States.
Mr. Nielsen explains, “We compared two methodologies for how to calculate a company’s carbon footprint. One was calculated using publicly available emission standards, which is the most common way in the market, and the other using Damco’s SupplyChain CarbonCheck methodology which is based on operational insights, live data and more detailed emission standards and calculations.”
“The work undertaken by MIT to determine the value of the SupplyChain CarbonCheck is a further step in our goal to present innovative and valid solutions to our customers in such crucial topics as Green Logistics and Climate Change” says Martin Thaysen, Chief Commercial Officer for Damco, “We have an ongoing commitment to create value for our customers and enable them to reduce their carbon footprint and associated costs. This is something we continue to invest in.”
Monday 28 December, 2009
Pirates attack two Indian vessels
The Directorate General of Shipping received information that two Indian vessels have been hijacked by pirates in December. The pirates had taken control of “Lakshmi Sager” on December 11, 2009 for use as a mother ship. “Lakshmi Sagar” was located in position Latitude 06 degrees 51 mins. North Longitude 051 degrees 05 mins. East (450 nautical miles north east of Mogadishu and 90 nautical miles from the Somali coast). There were several armed Somalian observed on board with the standard assortment of weapons including rocket propelled grenades. It was reported that the dhow was heading for Socotra in order to act as a mother ship for a pirate action group.
The Directorate General of Shipping immediately contacted all international and national agencies dealing with hijacking of ships and the All India Sailing Vessels Association for confirmation of the information. The shipping fraternity employing Indian seafarers was also alerted accordingly.
Contact was established with the owner on December 14, 2009 who confirmed telephonically that the vessel was released two days ago. He reported that the crew members were all safe.
On December 21, 2009 the Directorate received a ship security alert from the Indian flagged crude oil tanker M.T. “Maharaja Agrasen” at 2246 hrs. The owners contacted the Directorate and informed that the vessel was under attack by eight unlit pirate boats in position Latitude 17 degrees 11 mins. North Longitude 66 degrees 05 mins. East in the Arabian sea about 366 nautical miles west of Ratnagiri. The vessel, with 41 Indian crewmembers was on a loaded passage with 134715 metric tonnes crude oil from Min Al Ahmadi (Kuwait) bound for Visakhapatnam.
The Directorate initiated immediate action and passed on the information to the Indian Coast Guard and Indian Navy. The vessel was contacted on the phone and it was ascertained that the pirates had not been able to board the vessel due to the evasive manoeuvres by the vessel. The Directorate was in regular contact with the vessel and the owner’s representative by telephone. The owners ordered the vessel to head direct for the Indian Coast.
On December 22, 2009 at 0025 hrs, information was received that the nearest boat was about 4 nautical miles from the vessel. At 0247 hrs. the Directorate received an update from the vessel that no boat was following the vessel and anti piracy measures were being taken. No injury or damage has been reported. The vessel was now proceeding to Visakhapatnam.
The Directorate General of Shipping immediately contacted all international and national agencies dealing with hijacking of ships and the All India Sailing Vessels Association for confirmation of the information. The shipping fraternity employing Indian seafarers was also alerted accordingly.
Contact was established with the owner on December 14, 2009 who confirmed telephonically that the vessel was released two days ago. He reported that the crew members were all safe.
On December 21, 2009 the Directorate received a ship security alert from the Indian flagged crude oil tanker M.T. “Maharaja Agrasen” at 2246 hrs. The owners contacted the Directorate and informed that the vessel was under attack by eight unlit pirate boats in position Latitude 17 degrees 11 mins. North Longitude 66 degrees 05 mins. East in the Arabian sea about 366 nautical miles west of Ratnagiri. The vessel, with 41 Indian crewmembers was on a loaded passage with 134715 metric tonnes crude oil from Min Al Ahmadi (Kuwait) bound for Visakhapatnam.
The Directorate initiated immediate action and passed on the information to the Indian Coast Guard and Indian Navy. The vessel was contacted on the phone and it was ascertained that the pirates had not been able to board the vessel due to the evasive manoeuvres by the vessel. The Directorate was in regular contact with the vessel and the owner’s representative by telephone. The owners ordered the vessel to head direct for the Indian Coast.
On December 22, 2009 at 0025 hrs, information was received that the nearest boat was about 4 nautical miles from the vessel. At 0247 hrs. the Directorate received an update from the vessel that no boat was following the vessel and anti piracy measures were being taken. No injury or damage has been reported. The vessel was now proceeding to Visakhapatnam.
Monday 14 December, 2009
Greek-owned Cargo Ship To Be Freed In Somalia
A Greek shipowning company said it had paid a ransom to Somali pirates holding one of its freighters for the past seven months, and the ship's release was expected later December 10, 2009.Athens-based Alloceans Shipping declined to specify the sum paid, but a man claiming to be speaking for the pirates said it was $2.8 million.The Maltese-flagged Ariana was seized May 1 southwest of the Seychelles islands, carrying a cargo of soya from Brazil to Iran.Ukrainian President Viktor Yushchenko said the Ariana's Ukrainian crew of 24 was released Thursday. "A Ukrainian plane will take them to Ukraine very soon," Yushchenko said in a statement.Alloceans Shipping general manager Spyros Minas said the seamen were in good health."We are waiting for the pirates to leave the ship," Minas told The Associated Press. "We hope it will set sail December 11, 2009."In the Somali coastal town of Hobyo, a self-proclaimed pirate who gave his name as Ahmed Gedi said his group had been paid $2.8 million to free the Ariana. It was not possible to independently verify the amount of ransom paid."After we check and count it, we will leave the ship and free it," Gedi told the AP on the phone.Ukrainian President Viktor Yushchenko said Thursday that pirates have released the 24 Ukrainian sailors from the ship Ariana help captive since May 2, 2009. "A Ukrainian plane will take them to Ukraine very soon," Yushchenko said in a statement.
IME – MERI technical paper competition
Institute of Marine Engineers India (IMEI) and Marine Engineering & Research Institute (MERI), has been jointly conducting Technical Paper Competition for cadets from Marine Engineering institutes under Maharashtra region since 2005 to encourage them to showcase their talent. The 5th edition of the competition was held this year on December 01, 2009. Cadets from MERI, Tolani Maritime Institute, Pune and Samundra Institute of Maritime Studies, Lonawala participated in the event. Around six papers were received and upon evaluation of the manuscripts by three judges namely Mr. Suboth Kumar, Mr. T. S. Girish & Mr. Shirish Kumar, Four papers were selected for final presentation at a ceremony held at MERI. Shri R. C. Mahajan - Vice Chairman of I.M.E., Shri Rajeev Nayyer - Honorable Secretary of I.M.E. and Shri Manoj Ballabh were the Judges for the final presentation.
Mr. Rajeeva Prakash - Deputy Director, MERI while welcoming the guests expressed his gratitude and appreciation to all those involved in starting Technical Paper Competition for the cadets.
Mr. M.V. Ramamurthy - President of IMEI graced the occasion as the Chief Guest and gave away the prizes. Shri Kamal Kumar - Chairman of IMEI, Shri R.C. Mahajan and Shri Rajeev Nayyer graced the occasion and encouraged the cadets.
The paper presented by the Cadet Ajey S. Tanwar (B.Sc.-108), Cadet Ankit K. Singh (B.Sc.-118), Cadet Vibhav P. Sharma (B.Sc.-119), Cadet Varun Paliwal (B.Sc.-120) and Cadet Brijendra Singh (B.Sc.-122) from MERI was awarded 1st prize for their topic Ballast water management to prevent pollution. Cadet Akshay Sehgal (G-1945) and Cadet Yash Jain (G-1995) from MERI was awarded 2nd prize for their topic Reduction of SOx and NOx with development of new Marine Diesel Engine (2 stroke). Cadet Ibrahim Nibil C. and Cadet Deepali Kulkarni from Tolani Maritime were awarded 3rd Prize for their topic Hull Protection - A Challenge to coat ship’s hull with non pollutant paints and a group comprising of Cadet Somnath Chatterjee, Cadet Manmath Subudhi, Cadet Savtanter Saini and Cadet Santosh G. from Samundra was awarded the 4th Prize and their topic was Control of NOx & Sox new developments in diesel engines ( 2-Stroke).
Shri Rajeev Nayer summarized the presentations. Shri Kamal Kumar while addressing the cadets appreciated the efforts made by the cadets and promised support to the institute in future also. Shri Ramamurthy, Chief Guest of the occasion praised the cadets for their knowledge and participation spirit. He also the appreciated the services rendered by MERI cadets during WMTC seminar held at Mumbai. The Chief Guest and dignitaries on the dias distributed the certificates to the prize winning cadets and also participation certificates to the other cadets who participated in the seminar. Mr. Ramamurthy personally distributed certificates to cadets who participated WMTC seminar.
Mr. Rajeeva Prakash - Deputy Director, MERI while welcoming the guests expressed his gratitude and appreciation to all those involved in starting Technical Paper Competition for the cadets.
Mr. M.V. Ramamurthy - President of IMEI graced the occasion as the Chief Guest and gave away the prizes. Shri Kamal Kumar - Chairman of IMEI, Shri R.C. Mahajan and Shri Rajeev Nayyer graced the occasion and encouraged the cadets.
The paper presented by the Cadet Ajey S. Tanwar (B.Sc.-108), Cadet Ankit K. Singh (B.Sc.-118), Cadet Vibhav P. Sharma (B.Sc.-119), Cadet Varun Paliwal (B.Sc.-120) and Cadet Brijendra Singh (B.Sc.-122) from MERI was awarded 1st prize for their topic Ballast water management to prevent pollution. Cadet Akshay Sehgal (G-1945) and Cadet Yash Jain (G-1995) from MERI was awarded 2nd prize for their topic Reduction of SOx and NOx with development of new Marine Diesel Engine (2 stroke). Cadet Ibrahim Nibil C. and Cadet Deepali Kulkarni from Tolani Maritime were awarded 3rd Prize for their topic Hull Protection - A Challenge to coat ship’s hull with non pollutant paints and a group comprising of Cadet Somnath Chatterjee, Cadet Manmath Subudhi, Cadet Savtanter Saini and Cadet Santosh G. from Samundra was awarded the 4th Prize and their topic was Control of NOx & Sox new developments in diesel engines ( 2-Stroke).
Shri Rajeev Nayer summarized the presentations. Shri Kamal Kumar while addressing the cadets appreciated the efforts made by the cadets and promised support to the institute in future also. Shri Ramamurthy, Chief Guest of the occasion praised the cadets for their knowledge and participation spirit. He also the appreciated the services rendered by MERI cadets during WMTC seminar held at Mumbai. The Chief Guest and dignitaries on the dias distributed the certificates to the prize winning cadets and also participation certificates to the other cadets who participated in the seminar. Mr. Ramamurthy personally distributed certificates to cadets who participated WMTC seminar.
Monday 1 June, 2009
Cicek Delivers First of Four 3100 DWT Tankers
The Turkish shipbuilder Çiçek Shipyard has delivered the 3,087dwt double-hull tanker Frecciamare to the Italian shipowner Ciane Anapo Spa. Based in one of Italy's major ports, Augusta, on the east coast of Sicily, Ciane Anapo is part of the Novella Group, headed by Marco Novella, and specializes in coastal tanker and bunker operations.Frecciamare was completed as Chem Flower, the first of four identical vessels now being built by Çiçek Shipyard for its associated shipowning company White Tulip Shipping, based in Malta. White Tulip then sold Chem Flower to Ciane Anapo shortly after completion, leaving Çiçek to make some minor modifications to meet the new owner's requirements.Although Ciane Anapo intends to use this first vessel for bunkering duties, the four ships are flexible, all being capable of worldwide trading, transporting oil products, chemicals (IMO type II) and vegetable, animal and fish oils.MarineLine coatings were selected by Çiçek to give the ability to carry a wide range of cargoes while high manoeuvrability is guaranteed by the choice of twin azimuthing propellers and a bow thruster. They are classed by Bureau Veritas and constructed to meet Ice B standards.According to Berke Çiçek, Vice President of Cicek Shipyard, interest from European owners for such vessels is strong, despite the overall weak state of the shipping market. "New double-hulled vessels such as Frecciamare and her three sisters now under construction are in great demand to replace older tonnage and because we took the initiative to start construction to our own account, the new owners have benefited from an extremely short delivery period. We are talking to a number of other potential owners and charterers and are confident of finding buyers who can secure immediate and profitable employment for these vessels."We were interested to see that Frecciamare's owner Ciane Anapo envisages employing its new vessel in the bunker trades as we had identified this market as particularly attractive. Many bunker tankers are still single-hull and quite elderly. There is a replacement market and there is also a requirement for larger vessels like ours since average ship sizes continue to grow. Large containerships, for example, take on board substantial amounts of bunkers and they also expect a fast rate of delivery.""For the next three vessels, we are able to offer late changes in specification, for example in the choice of tank coatings, thus providing great flexibility when discussing potential charterers' precise requirements. We are, with due notice, able to make more radical changes, as might be requested by owners with specific employment in mind."The shipowner Ciane Anapo Spa was formed in 1967 by the merger of two shipping companies, Ciane and Anapo, named after two small rivers in the Syracuse area. Its full name, Ciane-Anapo, Compagnia di Navigazione e Bunkeraggi Spa, reflects its two lines of business: bunkering (transport of fuel oil, diesel and lube oil for vessels in port) and mainstream shipping, principally coastal.Anapo was set up in 1958 in Augusta, just north of Syracuse, and Ciane in 1959, and the merged company has had a branch office in Genoa since 1967. It carries out bunkering in these two ports under special licenses, which require the use of small tankers that load from coastal installations.Augusta is one of Italy's largest ports, a major centre for oil refining and a popular bunkering centre, being on the main east-west trade route through the Mediterranean. The shipbuilder Çiçek Shipyard is located on Tuzla Bay, near Istanbul, and in addition to the small tankers, its current orderbook includes 58,000dwt and 25,000dwt bulk carriers. It has a long track record of constructing chemical tankers from 8,000dwt up to 40,000dwt in size.The largest vessels are constructed in a 37m wide building dock while ships of up to 25,000dwt can be built on an adjacent slipway. The 3,100dwt tankers are being constructed on a second slipway, capable of building ships of up to 3,500dwt.
Mumbai port repositioned as Project hub
In a bid to overcome the stiff competition, Mumbai port (MbPT) is being repositioned as India’s project cargo hub port taking advantage of the many distinguishing features and advantages native to the region. Its enclosed dock system, its sheltered harbour water with deep draft make it an ideal port for handling heavy lift and project cargo.
Though it has become strictly a break bulk port, it has been losing much of the cargo as break bulk, it is found to be easily containerised to ensure shorter ship stay in port, lesser cargo handling and has made it easier to ensure cargo security.
However, break bulk cargo such as over dimensional type or heavy lift project cargo calls for specialisation in handling. ‘Out of gauge’ cargo of 100 tons to 750 tons and more can be handled by a ship’s own gear vessels provided they have jumbo-sized cranes or two cranes of 450 ton capacity each working in tandem to load and unload such heavy cargo of up 900 tons.
Featuring the assets of the port for handling heavy lift cargo, Mr. V.S. Kulkarni, Dy Docks Manager of Mumbai Port Trust (MbPT) emphasized, “Our existing dock system provides ideal berthing for vessels at corner berths thus permitting suitable double banking facilities alongside a vessel. The port has been able to regularly handle ‘out of gauge’ cargo and heavy project consignments of more than 700 tons. Our docks can even accommodate extra-ordinarily long vessels with overall length exceeding 900 feet. Good connectivity permitting quick evacuation of cargo via the sea through barges and by land through the rail network or by road gives Mumbai Port a distinctive advantage.”
Project cargo manufactured at minor and intermediate ports located in Gujarat are moved to MbPT by barges for onward shipment by the mother vessels. Construction machinery, road rollers, machinery of turnkey projects, boilers, transformers, dredgers, over dimensional power equipment, etc are regularly transported through the MbPT either as exports or as imports. OEMs and heavy engineering industrial units located in the hinterland find Mumbai port to be the preferred port for shipment of goods such as windmill parts, transformers, etc.
“Our regular customers include Larsen & Toubro, Bharat Heavy Electricals Ltd., National Thermal Power Corporation Ltd., Crompton Greaves Ltd, Suzlon Energy Ltd., Godrej & Boyce, etc.,” says Mr Kulkarni. “Heavy cargo such as transformers and reactors are brought in by barges from Hazira, Kandla or Mangalore and loaded directly onto the mother vessels. Godrej get in their cargo from their Vikhroli factory via Mankhurd from where they are transported by barges through the P & V channel to the Harbour Wall berths in the Indira Docks (18 to 21). Here the barges are double banked with the mother vessels whose cranes lift them off from the barges and load them onto the vessel.
“Heavy cargoes are also brought in by rail or road and we offer various facilities including 7 free days on export cargo and 6 on import, if the goods have to be warehoused in the dock area. Offering ro-ro facilities, heavy cargo can either be rolled on or rolled off by trailers. Besides, the advantage of MbPT is that it is an enclosed dock and the sheltered conditions allow ships to be safely berthed. The loading and unloading operation requires a certain amount of precision when the cargo is over-dimensional. This is made possible if the ship is stationary and berthed in calm waters. Such enclosed dock conditions exist only in Mumbai port. If the size of the dock gates restricts the passage of over-sized cargo then we even have the gates demolished along with part of the wall to permit its passage.”
A case in point of MbPT being a preferred port is that JNPT has had to have their imported cranes unloaded at Mumbai port a few years’ back and then moved over to JNPT for erection at their port. ABG Shipyard, the largest private sector shipbuilding yard in India, also have their big import packages weighing over 250 tons each, unloaded onto barges and taken to the shipyard in Magdalla, Gujarat from Mumbai.
“Because of the sheltered condition of the Mumbai Port, users prefer MbPT,” points out a port official. “We have better connectivity not only to the Western countries but also globally. With several Indian companies participating in global tendering for infrastructure projects in Africa, the USA and Europe, there is an increasing tendency to move heavy cargo or ‘super capital goods’ through MbPT. So also when it comes to bringing in heavy equipment for projects, Mumbai port is found advantageous as it offers excellent road, rail and coastal connectivity permitting easy transport of equipment to the erection sites. Pune based Suzlon Energy Ltd. is a regular shipper for their windmill equipment involving giant size blades and electrical equipment through our port,” he said.
Heavy Lift specialist director, Mr. Hemant Bhatia informs that though the port is well geared with their own shore-based cranes with the magnitude of heavy cargo passing through the MbPT, three private operators are offering their floating cranes of between 60 ton to 250 ton capacity. Nord Scan lines also have their heavy lift vessel operating on the Indian coast ready to provide service to interested customers.
Though it has become strictly a break bulk port, it has been losing much of the cargo as break bulk, it is found to be easily containerised to ensure shorter ship stay in port, lesser cargo handling and has made it easier to ensure cargo security.
However, break bulk cargo such as over dimensional type or heavy lift project cargo calls for specialisation in handling. ‘Out of gauge’ cargo of 100 tons to 750 tons and more can be handled by a ship’s own gear vessels provided they have jumbo-sized cranes or two cranes of 450 ton capacity each working in tandem to load and unload such heavy cargo of up 900 tons.
Featuring the assets of the port for handling heavy lift cargo, Mr. V.S. Kulkarni, Dy Docks Manager of Mumbai Port Trust (MbPT) emphasized, “Our existing dock system provides ideal berthing for vessels at corner berths thus permitting suitable double banking facilities alongside a vessel. The port has been able to regularly handle ‘out of gauge’ cargo and heavy project consignments of more than 700 tons. Our docks can even accommodate extra-ordinarily long vessels with overall length exceeding 900 feet. Good connectivity permitting quick evacuation of cargo via the sea through barges and by land through the rail network or by road gives Mumbai Port a distinctive advantage.”
Project cargo manufactured at minor and intermediate ports located in Gujarat are moved to MbPT by barges for onward shipment by the mother vessels. Construction machinery, road rollers, machinery of turnkey projects, boilers, transformers, dredgers, over dimensional power equipment, etc are regularly transported through the MbPT either as exports or as imports. OEMs and heavy engineering industrial units located in the hinterland find Mumbai port to be the preferred port for shipment of goods such as windmill parts, transformers, etc.
“Our regular customers include Larsen & Toubro, Bharat Heavy Electricals Ltd., National Thermal Power Corporation Ltd., Crompton Greaves Ltd, Suzlon Energy Ltd., Godrej & Boyce, etc.,” says Mr Kulkarni. “Heavy cargo such as transformers and reactors are brought in by barges from Hazira, Kandla or Mangalore and loaded directly onto the mother vessels. Godrej get in their cargo from their Vikhroli factory via Mankhurd from where they are transported by barges through the P & V channel to the Harbour Wall berths in the Indira Docks (18 to 21). Here the barges are double banked with the mother vessels whose cranes lift them off from the barges and load them onto the vessel.
“Heavy cargoes are also brought in by rail or road and we offer various facilities including 7 free days on export cargo and 6 on import, if the goods have to be warehoused in the dock area. Offering ro-ro facilities, heavy cargo can either be rolled on or rolled off by trailers. Besides, the advantage of MbPT is that it is an enclosed dock and the sheltered conditions allow ships to be safely berthed. The loading and unloading operation requires a certain amount of precision when the cargo is over-dimensional. This is made possible if the ship is stationary and berthed in calm waters. Such enclosed dock conditions exist only in Mumbai port. If the size of the dock gates restricts the passage of over-sized cargo then we even have the gates demolished along with part of the wall to permit its passage.”
A case in point of MbPT being a preferred port is that JNPT has had to have their imported cranes unloaded at Mumbai port a few years’ back and then moved over to JNPT for erection at their port. ABG Shipyard, the largest private sector shipbuilding yard in India, also have their big import packages weighing over 250 tons each, unloaded onto barges and taken to the shipyard in Magdalla, Gujarat from Mumbai.
“Because of the sheltered condition of the Mumbai Port, users prefer MbPT,” points out a port official. “We have better connectivity not only to the Western countries but also globally. With several Indian companies participating in global tendering for infrastructure projects in Africa, the USA and Europe, there is an increasing tendency to move heavy cargo or ‘super capital goods’ through MbPT. So also when it comes to bringing in heavy equipment for projects, Mumbai port is found advantageous as it offers excellent road, rail and coastal connectivity permitting easy transport of equipment to the erection sites. Pune based Suzlon Energy Ltd. is a regular shipper for their windmill equipment involving giant size blades and electrical equipment through our port,” he said.
Heavy Lift specialist director, Mr. Hemant Bhatia informs that though the port is well geared with their own shore-based cranes with the magnitude of heavy cargo passing through the MbPT, three private operators are offering their floating cranes of between 60 ton to 250 ton capacity. Nord Scan lines also have their heavy lift vessel operating on the Indian coast ready to provide service to interested customers.
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