Indian National Shipowners’ Association (INSA), Foreign Owners Representatives and Ship Managers Association (FOSMA) and Maritime Association of Shipowners, Shipmanagers & Agents (MASSA) are deeply concerned at the continued and unjust detention of the two Indian Officers from the tanker Hebei Spirit, despite being declared innocent.
In a judgment handed down on June 23, 2008 at a branch of the Daejeon District Court in the city of Seosan, South Chungcheong Province, on South Korea's west coast, the Master and Chief Officer of the Hebei Spirit were found innocent of all charges of violating the ocean pollution law; as was the Hong Kong owner of the vessel, Hebei Spirit Shipping Co Ltd
According to the associations Capt. Chawla and Chief Officer Syam Chetan have conducted themselves in the highest level of professional excellence in respecting and abiding by the law of the land and provided their fullest cooperation to the investigations and legal process. They have been in Korea since December 07 and been present at the court proceedings whenever required.
Despite being declared innocent, the exit ban has been further extended preventing them from leaving Korea and that the officers may have to stay another year.
The officers have pledged that they will certainly visit Korea and attend court hearings to be held at the appellate court and participate in the legal proceedings in a sincere and earnest manner. Additionally, the Hebei Spirit’s owners and managers have confirmed that they will take all necessary measures to provide assistance to the Master and Chief Officer to enable them to attend the court hearings before the appellate court.
The continued detention by the Korean authorities, despite the acquittal and furthermore despite the assurances provided, appear unjustified and in violation of officers’ basic rights.
INSA, FOSMA and MASSA urge the Indian and International shipping community and other human rights organization to join them in their appeal to the Government of the Republic of Korea to take all necessary steps to permit the seafarers to return to their homes and reunite with their families.
Monday, 28 July 2008
Sahil Freight holds its first conference in Goa
Well on its corporate trail, Sahil Freight Express Pvt. Ltd brought together all its branch heads and top management personnel for their first ever All India Branch Manager Meet at Hotel Nova Goa, Panaji, Goa on the 18th and 19th July, 2008. The two-day re-orientation programme was designed to gear up all personnel to meet the challenges of the rapid expansion and diversification programmes the company is scheduled to launch.
Set-up as a small entity way back in 1986 for handling personal effects, the company has in a short span of time grown to be a force to reckon with offering services in the entire spectrum of supply chain management including customs clearance, freight forwarding, NVOCC, multi-modal transport, warehousing, pick-and-pack besides several other value added services. Sahil Freight Express has soared to heights where few have dared. With a strong network of 6 offices and having a pan-India presence it has also achieved a reputation of reliably moving heavy lift cargo from anywhere in India to anywhere in the world by operating as a member of the heavy lift consortium.
Known for its rapid, efficient, safe and reliable service, Sahil has established itself as a brand not just in India but also in the international markets especially because of its maxim - treating the cargo as a baby. Besides India, Sahil has a strong presence in the worldwide markets informs Suhail Shaikh, the company’s Chairman and Managing Director, an international figure holding the Executive Committee Membership of the Heavy Lift Group, Netherlands, Advisory Committee Membership of the Project Professional Group and the Membership of the World Wide Project Consortium.
“We operate in partnership with the U-Freight Group which has a presence in 140 places,” he states. “As a result of this alliance we are able to transport cargo from the smallest to over-dimensional cargo of 1600 tons to any part of the world. The reliability and strength of our service is evident from the large list of multi-national companies and conglomerates that are part of our clientele and are known to be demanding expecting accurate and perfect service. We believe that it is more important to handle the customer rather than the cargo.”
He informed that the company’s corporate office has come into existence and all planning, marketing, development and operations will be undertaken by the corporate office which is based in Mumbai. The company will hive off the Project Handling & Management into a separate division and operate independently of the branch offices. Top professionals have been inducted into the company.
“Our goal is to be a multi-location international general freight forwarding logistic company with 30 branches all over India and 15 abroad in the course of the next five years,” Mr Shaikh informed. “We are in the process of moving into a system-driven organisation. We will soon install operational control systems including customer services for domestic as well as international operations.”
Jitendrakumar Kotian, the Deputy General Manager – Corporate, in his presentation during the Meet explained in detail the manner in which the new system is supposed to be implemented and how the administration would be functioning under the new arrangement. He underscored the importance of team work, frequent interactions between branch offices and the need for transparency in operation. He also highlighted details of the new HR policy that was being implemented. He explained how this policy was designed to help the staff grow with the organisation and to help them to work in a carefree atmosphere with various new benefits that would accrue to them.
Sandeep Chavan, who specialises in Information Technology, gave important guidelines in communication by email. He informed that a new system would be in place soon for uninterrupted communication and would be superior to the prevailing one. He cautioned the participants to adhere to certain procedures while sending emails to ensure secrecy and not to use company emailing services for personal purposes as it could land the company into a lot of trouble.
C K Shanbhag, a leading chartered accountant presented a proactive approach to finance accounting systems. He explained the need of finance for operations and long term expansion plans and sources of funding. He also explained details about various taxes and duties that come into play which need to be borne in mind while handling branch accounting and reporting of financial statements. He mentioned several cases that have caused a lot of problems because proper procedures were not adhered to.
M. Jawed Khan of the Delhi office made a presentation on the ‘Operations by Senior Managers’. There after each of the branch heads later made presentations about the working of their offices touching upon the business prospects that existed in their area and how they could tap the existing resources for developing business. Some time was specially set aside by the organisers for interaction and to streamline the difficulties and problems that branch heads faced. The two-day programme ended with various participants being felicitated for their service and good work.
Set-up as a small entity way back in 1986 for handling personal effects, the company has in a short span of time grown to be a force to reckon with offering services in the entire spectrum of supply chain management including customs clearance, freight forwarding, NVOCC, multi-modal transport, warehousing, pick-and-pack besides several other value added services. Sahil Freight Express has soared to heights where few have dared. With a strong network of 6 offices and having a pan-India presence it has also achieved a reputation of reliably moving heavy lift cargo from anywhere in India to anywhere in the world by operating as a member of the heavy lift consortium.
Known for its rapid, efficient, safe and reliable service, Sahil has established itself as a brand not just in India but also in the international markets especially because of its maxim - treating the cargo as a baby. Besides India, Sahil has a strong presence in the worldwide markets informs Suhail Shaikh, the company’s Chairman and Managing Director, an international figure holding the Executive Committee Membership of the Heavy Lift Group, Netherlands, Advisory Committee Membership of the Project Professional Group and the Membership of the World Wide Project Consortium.
“We operate in partnership with the U-Freight Group which has a presence in 140 places,” he states. “As a result of this alliance we are able to transport cargo from the smallest to over-dimensional cargo of 1600 tons to any part of the world. The reliability and strength of our service is evident from the large list of multi-national companies and conglomerates that are part of our clientele and are known to be demanding expecting accurate and perfect service. We believe that it is more important to handle the customer rather than the cargo.”
He informed that the company’s corporate office has come into existence and all planning, marketing, development and operations will be undertaken by the corporate office which is based in Mumbai. The company will hive off the Project Handling & Management into a separate division and operate independently of the branch offices. Top professionals have been inducted into the company.
“Our goal is to be a multi-location international general freight forwarding logistic company with 30 branches all over India and 15 abroad in the course of the next five years,” Mr Shaikh informed. “We are in the process of moving into a system-driven organisation. We will soon install operational control systems including customer services for domestic as well as international operations.”
Jitendrakumar Kotian, the Deputy General Manager – Corporate, in his presentation during the Meet explained in detail the manner in which the new system is supposed to be implemented and how the administration would be functioning under the new arrangement. He underscored the importance of team work, frequent interactions between branch offices and the need for transparency in operation. He also highlighted details of the new HR policy that was being implemented. He explained how this policy was designed to help the staff grow with the organisation and to help them to work in a carefree atmosphere with various new benefits that would accrue to them.
Sandeep Chavan, who specialises in Information Technology, gave important guidelines in communication by email. He informed that a new system would be in place soon for uninterrupted communication and would be superior to the prevailing one. He cautioned the participants to adhere to certain procedures while sending emails to ensure secrecy and not to use company emailing services for personal purposes as it could land the company into a lot of trouble.
C K Shanbhag, a leading chartered accountant presented a proactive approach to finance accounting systems. He explained the need of finance for operations and long term expansion plans and sources of funding. He also explained details about various taxes and duties that come into play which need to be borne in mind while handling branch accounting and reporting of financial statements. He mentioned several cases that have caused a lot of problems because proper procedures were not adhered to.
M. Jawed Khan of the Delhi office made a presentation on the ‘Operations by Senior Managers’. There after each of the branch heads later made presentations about the working of their offices touching upon the business prospects that existed in their area and how they could tap the existing resources for developing business. Some time was specially set aside by the organisers for interaction and to streamline the difficulties and problems that branch heads faced. The two-day programme ended with various participants being felicitated for their service and good work.
Maersk still holds a strategic position
Maersk does not see any reason to get perturbed as a result of the set back to the Jawaharlal Nehru Port’s dredging plans. In fact, the company will not suffer any immediate losses if no dredging of the approach channel takes place even for a few more months.
Speaking to Shipping Today, Mr. Dinesh Lal, Executive Director, Mærsk India Private Ltd. expressed confidence that dredging would take place sooner or later. “It is very unfortunate that dredging has not yet taken place,” he mentioned. “I think some steps will have to be taken to expedite this matter. Dredging has to be done. It will only help to increase the volume and bring in an economy of scales which will benefit the trade.”
Maersk has been looking at holding a strategic advantage at JNPT by bringing in their large mother vessels and exploiting GTI to the maximum. The present 12-metre draft at JNPT however has proved to be a deterrent with the result they have had to contend with their smaller ships calling at the port or partially loaded vessels docking in.
The dredging of the approach channel of JNPT is much over due. The port’s Rs 800-crore project for dredging and widening of the main harbour channel, which has been a non-starter for over five years, received a setback recently as the port decided to scrap the on-going tendering process and to go in for fresh tenders, as the latest bid by a foreign dredging house exceeded the port’s estimated outlay for the project.
The Gateway Terminals India Private Ltd.(GTI) at JNPT is a joint venture of A.P. Møller - Mærsk A/S and Container Corporation of India Ltd (CONCOR). GTI has signed a license agreement with Jawaharlal Nehru Port Trust (JNPT) to build and operate for the next 30 years a state-of-the-art common user container terminal at Nhava Sheva. The terminal has a through put capacity of 1.3 million TEU which it is already performing. Employing modern equipment it has positioned at GTI 8 post panamax twin pick cranes with an 18 wide outreach, 29 energy efficient RTG's, 3 Rail Mounted Gantry Cranes, empty handlers and a fleet of tractor-trailers all of which are designed to provide a strategic advantage. The container terminal employs state of the art information technology systems to increase productivity
When asked for his opinion about speculation that the dredging would get further delayed by two years he replied: “That is not true. There is no such embargo on undertaking dredging at an earlier date. The process can be expedited and will be accelerated. Instead of the lead time being so much more it can be shortened. They can call for re-tendering within two months and awarding within one month. In three to four months tenders can be awarded. It is possible to expedite the dredging, which has to be done and there is no alternative to it.”
Mærsk India has a joint venture with CONCOR for the ICD at Dadri and CONCOR in turn has formed joint ventures with many shipping lines in the Dadri ICD. Mærsk at the moment has two CFSs in Nhava Sheva and one in Dadri. The company is also open for any venture which is in line with their business activity.
“GTI will go in for expansion and bring in more equipment to handle higher traffic,” confirmed Mr. Lal. “They have extra land and if any portion is to be reclaimed they will do it. They are capable of undertaking expansion and GTI will do much more than the guaranteed volume.”
When asked about the possibility of diverting ships to Pipavav port he refuted it saying, “There are no plans for diverting ships to Pipavav port which is also promoted by Maersk’s APM Terminals. Why would any one take such a drastic step now?” he asks. “There is a draft at the moment. There are 4 million TEU containers moving through JN port. Had the dredging been done, the container traffic would have been much higher. Yes other ports will also grow. But I am certain no one will move out of Nhava Sheva and not even 2% of the margin will go down at Nhava Sheva. Yes what could happen is the increase will not come. But then they don’t have the capacity to handle any increase.”
Shipping lines have been offering better freight rates for JNP. But this scenario is likely to change over the period of next few years said an official of the company. “We must look at the bigger picture as the trade gets bigger then what has freight got to do with it?” he asked. “The trade has to be handled somewhere. Today, when the trade is small these lines on their way to the Middle East are coming to JN Port only to drop the Indian cargo. But when the trade volumes begin to mount these containers will not come to JN Port but go directly to the East coast.”
He further clarified that presently the freight rate is there because the trade is moving to the Middle East and stopping by at JNP. But when the trade increases in the East the cargo will come directly to that area. The concept in the next 10 to 15 years will change and the East coast will become equally important with trade with China and the Far East growing.
Speaking to Shipping Today, Mr. Dinesh Lal, Executive Director, Mærsk India Private Ltd. expressed confidence that dredging would take place sooner or later. “It is very unfortunate that dredging has not yet taken place,” he mentioned. “I think some steps will have to be taken to expedite this matter. Dredging has to be done. It will only help to increase the volume and bring in an economy of scales which will benefit the trade.”
Maersk has been looking at holding a strategic advantage at JNPT by bringing in their large mother vessels and exploiting GTI to the maximum. The present 12-metre draft at JNPT however has proved to be a deterrent with the result they have had to contend with their smaller ships calling at the port or partially loaded vessels docking in.
The dredging of the approach channel of JNPT is much over due. The port’s Rs 800-crore project for dredging and widening of the main harbour channel, which has been a non-starter for over five years, received a setback recently as the port decided to scrap the on-going tendering process and to go in for fresh tenders, as the latest bid by a foreign dredging house exceeded the port’s estimated outlay for the project.
The Gateway Terminals India Private Ltd.(GTI) at JNPT is a joint venture of A.P. Møller - Mærsk A/S and Container Corporation of India Ltd (CONCOR). GTI has signed a license agreement with Jawaharlal Nehru Port Trust (JNPT) to build and operate for the next 30 years a state-of-the-art common user container terminal at Nhava Sheva. The terminal has a through put capacity of 1.3 million TEU which it is already performing. Employing modern equipment it has positioned at GTI 8 post panamax twin pick cranes with an 18 wide outreach, 29 energy efficient RTG's, 3 Rail Mounted Gantry Cranes, empty handlers and a fleet of tractor-trailers all of which are designed to provide a strategic advantage. The container terminal employs state of the art information technology systems to increase productivity
When asked for his opinion about speculation that the dredging would get further delayed by two years he replied: “That is not true. There is no such embargo on undertaking dredging at an earlier date. The process can be expedited and will be accelerated. Instead of the lead time being so much more it can be shortened. They can call for re-tendering within two months and awarding within one month. In three to four months tenders can be awarded. It is possible to expedite the dredging, which has to be done and there is no alternative to it.”
Mærsk India has a joint venture with CONCOR for the ICD at Dadri and CONCOR in turn has formed joint ventures with many shipping lines in the Dadri ICD. Mærsk at the moment has two CFSs in Nhava Sheva and one in Dadri. The company is also open for any venture which is in line with their business activity.
“GTI will go in for expansion and bring in more equipment to handle higher traffic,” confirmed Mr. Lal. “They have extra land and if any portion is to be reclaimed they will do it. They are capable of undertaking expansion and GTI will do much more than the guaranteed volume.”
When asked about the possibility of diverting ships to Pipavav port he refuted it saying, “There are no plans for diverting ships to Pipavav port which is also promoted by Maersk’s APM Terminals. Why would any one take such a drastic step now?” he asks. “There is a draft at the moment. There are 4 million TEU containers moving through JN port. Had the dredging been done, the container traffic would have been much higher. Yes other ports will also grow. But I am certain no one will move out of Nhava Sheva and not even 2% of the margin will go down at Nhava Sheva. Yes what could happen is the increase will not come. But then they don’t have the capacity to handle any increase.”
Shipping lines have been offering better freight rates for JNP. But this scenario is likely to change over the period of next few years said an official of the company. “We must look at the bigger picture as the trade gets bigger then what has freight got to do with it?” he asked. “The trade has to be handled somewhere. Today, when the trade is small these lines on their way to the Middle East are coming to JN Port only to drop the Indian cargo. But when the trade volumes begin to mount these containers will not come to JN Port but go directly to the East coast.”
He further clarified that presently the freight rate is there because the trade is moving to the Middle East and stopping by at JNP. But when the trade increases in the East the cargo will come directly to that area. The concept in the next 10 to 15 years will change and the East coast will become equally important with trade with China and the Far East growing.
Vacancies for the week: July 28, 2008
Hind Offshore
Offshore Fleet
Masters(FG/NCV), Chief Off (FG/NCV), Chief Eng (MEO CL-I), 2nd Eng (MEO CL-II), MEO CL-IV (NCV,FG), Accomidation Barge Master, Mechanics, Radio Officers (GMDSS/GOC), Electrical Engineers, Crane Operator (Grade I&II), Medic (MBBS), Helicopter Landing Officer, Anchor handler For AHTS, Marine Store Keepers Degree/ Diploma in Mechanical Engg, Welder (with 6G&9G Cert), Marine Safety Officer with DIP.In Fire & Safety Also Preferably Having H.L.O Cert.MEO Class I/Class II/ClassIV (Onshore Jobs at Mumbai/China)
email: anthony@hindoffshore.com
Naavex Marine Services
Singapore Flag Costal Vessel: Masters(NCV Less Than 500GRT)-2 Nos, Chief Eng (Class III NCV) – 2 Nos, 2nd Eng (Class IV NCV) – 2 Nos, Deck Off (NWKO NCV)- 2 Nos. ABS& OILERS(W/K)-4 Nos
European Dleet Vessels Operating in Indian Coast:
Master (FG, II/2)-2Nos, Chief Off (FG,11/2)-2 Nos, 2nd Offs (FG/NCV/II/1)-2 Nos, Ch Eng (MEOII/NCVIII,III/2)-2 Nos, 2nd Eng (MEOIII/NCV IV,III/1)-2 Nos, 4th Eng (MEO.IV PART A NCV,III/1)-2 Nos
Other Ranks May also Apply
Tel: +91-022-26736611/ 55
email:mumbai@naavexmarine.com
The Great Eastern Shipping Co. Ltd
Suezmax Tankers: Master, Chief Off, Chief Eng, 2nd Eng & Electrical Off
LPG Vessel: Master, Chief Off, 2nd Off, 3rd Off, Chief Engineer, 2nd Eng, 3rd Eng, Electrical Off
Crude & Product Tankers: Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Off
Handymax & Capesize: Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Off
Tel: +91-022-66613113 email: fleet@greatship.com
IMC Shipping Company Pte. Ltd
Chemical & Product Tanker: Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Offs, Engine Fitters, Pumpman, Chief Cook
Panamax Supramax Bulk Carriers
Chief Off, 2nd Off, Chief Eng, 2nd Eng, 3rd Eng, Electrical Offs, Engine Fitters, Deck Fitters
Very Large Ore Carriers (VLOC)
Master, Chief Off, Chief Eng, 2nd Eng, Electrical Offs
Tel: +91-22-66910645 / 46/ 49
E-mail: resume@sunshipindia.com
Oceanic Venture Shipping Pvt. Ltd
New Built Product Tanker:
Chief Off, 2nd Off, 3rd Off , Chief Eng, 2nd Eng & Electrical Officer, Fitter
For Gulf General Cargo/ Container Vessel
Master, Chief Off, Chief Eng, 2nd Officer, 3rd Officer 2nd Eng, 3rd Eng, 4th Eng, Deck Cadet, Electrician, Cook, G.S
Deck Cadets & TME
E-mail: admin@ovshipping.net/ info@ovshipping.net
Mr. A.L Thomas +91-986934022
Five Star Bulk Carriers Pvt. Ltd
Panamax & Handysize Bulk Carrier: Master, Chief Off, 2nd Eng, 4th Eng
Tel: +91-022-40004000 email: contact@fivestar.com
RBR Shipping & Logistic
Panamax Flag Foreign Trading Vessel
Master, Chief Off, 2nd Off, Junior Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, E/O, Bosun, AB, Oiler
Tel: 022-67124179 E-mail: rbrshipping@rediffmail.com
Geepee Shipping Agencies Pvt. Ltd
Handy Size & Bulk Carriers: Chief Off, Chief Eng, 2nd Eng, 2nd Off, 3rd Off, 3rd Eng
Panama Flag Vessel: Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng & 3rd Eng
Tel: +91-022-22873574/ 77/ 87 Email: gpship@vsnl.com
Bibby International Services
ForVLCC,RORO & Chemical: Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng
Chemical, Product, Crude & Oil Tankers: Chief Officer, Chief Engineer, 2nd Engineer, Electrical Officer
All Ranks Required For Bulk Carriers
Tel: +91-022-26732628 email: enquiries@bis-india.com
Tanker Pacific Management (India) Pvt. Ltd
Masters, Chief Eng, Chief Offs, 1st Asst. Engs, 2nd Off & 3rd Off (Engs with Steam Ship Exp)
Tel: +91-022- 26515995/ 26415757
email: mumbai@tpmi.co.in
Zodiac Maritime Agencies (London)
For Container Vessel: Chief Off, 2nd Off, 3rd Off, Chief Ens, 1st, 2nd & 3rd Asst Engineer, Electrical Off
Bulk Carrier 45vsls(mostly Cape size): Chief Off, 2nd Off, 3rd Off, Chief Eng, 1st, 2nd & 3rd Asst Engr,
For Car Carrier: Chief Off, 2nd Off, 3rd Off, Chief Ens, 1st, 2nd & 3rd Asst Engineer,
For Chemical Tanker: Chief Off, 2nd Off, 3rd Off, Chief Eng, 1st, 2nd & 3rd Asst Engineer
Tel: +91-022-26515995/ 6415757
email: tpmi@vsnl.com
Exmar Shipmanagement India Pvt. Ltd
Ref.LPG Fleet: 2nd Off, 3rd Off, Chief Eng,2nd Eng, 3rd Eng, 4th Eng, Electrical Officer
Tel: +91-022-22640226/ 27/ 28 email: info@shipmanagement.exmar.in
Wallem Shipmanagement Ltd (Hongkong)
VLCC, ULCC, Aframax, Suezmax & Product Tanker
Master, Chief Off, Chief Eng, 2nd Eng, Electrical Eng
Dry Cargo, Container, PCC, Reefer
Chief Off, 3rd Off, Chief Eng, 2nd Eng, Electrical Eng
Tel: +91-022-40432346
email: wsmhkfp@wallem.com
Fleet Management Ltd
Bulk Carrier/ Reefers/ Cellular Cointainer/ RORO Ship/ Chemical/ Gas/Product Tankers
Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng, Electrical Off, Gas Eng, Reefer Eng, Chief Cook, Pumpman/ Fitters
Tel: +91-022-67926100
email: FLEET-IN-BOM-MANNING@fleetship.com
Pentagon Marine Services Pvt. Ltd
STOLT Chemical Vessel: C/O, 2/O, 3/O, 3/E, 4/E
Petro Chemical Tankers: Master,C/O,C/E, 2/E, 2/O, ELO, Fitter
For Aframax Tanker: Chief Off, 3rd Off
For Bulk Carrier (General Cargo): Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, ELO
For Dredger: Master, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng & ELO
Panama Flag Vessel General Cargo: Chief Off, Chief Eng, 2nd Eng, ELO, Oiler, Fitter
Tel: +91-022-22620094 email: careers@pentagonmarine.com
Cenmar Maritime Agencies
2nd Officer & 2nd Engineer
Tel: +91-022-22022278/ 79
Dynacom Tankers Management Limited
Master, Chief Off, Chief Eng, Ad. Chief Off, 3rd Eng, 2nd Off, 3rd Off, 4th Eng, Electrical Off
Tel: 022-2834 7349/ 2834 7294
email: resume@dynacomindia.com
Crew Management Services (India) Pvt. Ltd
Chemical/ Aframax & Product Tankers
Master, Chief Off, Chief Eng, 2nd Eng (with Petroleum + Chemical DCE)
Panamax Type Geared & Gearless Bulk Carriers & Mega Cointainers
Master, C/O, 2/O, 3/O, C/E, 2/E, 3/E, 4/E, E/O
Mini Bulk Carriers: Master, C/O, 2/O, Radio Off, C/E, 2/E, 3/E
Tel: +91-022-67041250/ 1251 email: mumbai@crewships.com / eperis@crewships.com
World Tankers Management Pte. Ltd
Oil Tankers : 2nd Officers, 3rd Engineer, 3rd Officer, Pumpman, Oiler
Tel: +91-022-22842860
email: wdtank@vsnl.com
Orient Ship Management Pvt. Ltd
DP-2 Vesselsoperatin in Indian Coast
2nd Officers
Foreign Principals Cointainer Vessel
Chief Engineer
Tel: +91 – 9322287363 email: orient@bom4.vsnl.net.in/osm@mtnl.net.in
Orient Express Ship Management
LNG Vessel & Chemical Tankers
Masters, Chief Off, 2nd Off, 3rd Off, Chief Eng, 2nd Eng, 3rd Eng, 4th Eng & Electrical Off
VLCC
Master, Chief Off, Electrical Off, 2nd Eng, Jr. Eng
Tel: +91-022-67536200 email: cv@oesm.co.in
Ofer Ships Management India Pvt. Ltd
Container & Bulk Carriers
Masters, Chief Engs, Chief Offs,1st Asst Eng, 2nd Off, 2nd Asst Eng, 3rd Off, 3rd Asst Eng & Electrical Off
Tel: +91-022-67701461
E-mail: crew@oferb.co.in
Oceana Mhatre Ship Management
For Cruise Liner Ship Merchant Navyat I.T.FCo
Electrician, Welder, Plumber, Messboy, Deck & Engine Cadets, Seaman, Oiler, Fitter, Cooks, Utility Boy, Steward, Cooks, Laundry Boy, Barker all categories
Tel: +91 93222 34394/
93239 24126
E-mail: oceana.mhatre@yahoo.com
OCS Services Group
VLCC’s:
Master, Chief Off, Chief Eng, 2nd Eng, 2nd Off, 3rd Off & ELO
FPSO (urgently required)
Chief Off, 2nd Eng (Urgent with Steam COC), 3rd Engineer, Electrician Hvac
Aframax Tanker:
Master, Chief Off, Chief Eng, 2nd Off, 3rd Off, 2nd Eng & ELO
Panamax Bulk Carriers:
Chief Off, 2nd Off, 3rd Off , 3rd Eng & 4th Eng
DP FPSO
Master, Chief Eng
Chemical, Oil & Product Tanker:
Master, Chief Off, Chief Eng, 2nd Eng
OSV
Master, Chief Off, 2nd Off, Chief Eng, 2nd Eng, 3rd Eng, ELO
Tel:+91-022-26744447/ 48/ 49
Fax: nsmbombay@nortrans.co.in
V Ships
VLCC’s
All Ranks
Chemical Tankers
All Ranks (New Yard Building)
Bulk Carriers
2nd Eng & 3rd Eng
Tel: +91-022-40013300/ 3393
E-Mail: bombay@vships.com
Anglo Eastern Ship Mgmt Ltd
Oil/ Chemical/ LPG Carrier
All Officers & Engineers
Tel: 022-66670180
Email: manning@angloeasterngroup.com
Best Regards
Editor
For Shipping Today
www.shippingtoday.net
www.eshippingtoday.com- E-paper (exact replica of the magazine)
Monday, 21 July 2008
Inland Water Transport awaits a boom
With unlimited prospects and a ready answer to the rising road & rail transport costs shored up by the crude price spiral, players entering this ‘sunrise’ sector of inland water transportation (IWT) have been few and far between. Today, IWT carries only 0.17% of the total inland cargo throughput in the organized sector, despite the fact it being an eco-friendly, cost effective and fuel-efficient mode.
Sudhir S Rangnekar, Managing Director & Group CEO and Former Director of Shipping Corporation of India pointed out, “Although water transport when compared with rail or road transport requires relatively less infra-structural investment and developmental costs besides generating employment opportunities. However, dredging of the rivers and canals to ensure sufficient depth could give the needed fillip.”
India has 14,500 km of navigable waterways, which include rivers, canals, backwaters, creeks, etc. Almost 5,200 km of major rivers and 485 km of canals are suitable for mechanised crafts. At present, three waterways have been declared National Waterways. These are: The Ganga from Haldia to Allahabad (National Waterway No. 1), the Brahmaputra from Dhubri to Sadiya (National Waterway No. 2) and the West Coast Canal from Kottapuram to Kollam along with Udyogmandal and Champakara Canals (National Waterway No. 3).
Navigable rivers
According to Pradeep Kumar, Secretary of the Inland Waterways Authority of India (IWAI) the Ganges is a navigable river with sufficient draft especially from its confluence with the Yamuna at Allahabad onwards all the way to Haldia a total of 1620 km (NW -1). So is also the case with the Brahmaputra between Dhubri and Sadiya stretching over 891 km (NW – 2). This NW-2 has comparatively heavier traffic.
“The problem is with the private operators who have not got fully into it,” informed a government official. “Although the Patna-Haldia (1020 km) stretch of the river Ganga is fully navigable, yet the private sector is not coming forward to utilise it fully because of three reasons: -
1) The distance by water is more than the distance by rail - but the railways on the other hand are congested;
2) There is also the matter of costing – which one is better than the other? But low value cargo such as stone chips, timber, etc., can always go by water as they in any case don’t get a chance of preferential transport by railways;
3) There is the need of a well-designed vessel that can carry around 600 tons of material and which can operate in waters with 1.8 mt draft. If someone produces these types of vessels, he can run a booming business.”
Brahmaputra (NW-2) flows from Assam in India to Bangladesh before flowing into the Bay of Bengal. The river Ganga too flows into the Bay of Bengal. Inland vessels therefore can travel from Kolkata / Haldia to Assam through waterways in Bangladesh. India and Bangladesh have an agreement under which inland vessels of one country could pass through the other country’s waterways for transportation of cargo. Unfortunately, Bangladeshi vessels do 80% of the trade between India and Bangladesh.
Mr. Kumar contends that the government has come out with an action plan of encouraging the formation of joint ventures between IWAI and private parties. “Already three joint ventures have taken shape, two with SKS logistics and another with Vivada Waterways. The joint venture with SKS includes the construction of 16 barges for plying between Kolkata and Pandu, Kolkata and Bangladesh and other routes.
“The government has earmarked around Rs 900 crore over the period of the next three years for development purposes which includes construction of terminals, night navigational facilities, dredging, etc. Since 1996 around Rs 450 crore has been spent on dredging alone.”
Cargo abounds
Cargo has never been a problem on any of the National Waterways confirms Kumar. There is plenty of cargo available. Food Corporation of India alone maintains massive stock food grains in their warehouses in Patna and elsewhere and all this stock is moved to and fro between the rice mills and the consumers in West Bengal and other places. A variety of building materials including sand, stones, chips, cement and several other kinds of merchandise are moved in massive quantities catering to the needs of consumers along the entire Gangetic plain.
Pakur in Bengal is unique for its exquisite high quality stones, which is found to be excellent for construction purposes pointed out another player in the field. In the river Sone there is a sufficient amount of high quality sand, which also finds use in construction. All these are low value items, hence even if it takes 10 to 15 days to get transported, it would hardly make any difference and the low cost of water transport would bring down the cost enormously.
Positioning for a break-through
A coal handling facility at Jogighopa had been commissioned. A number of power projects too are on the anvil in the north. The waiting time for getting rakes to transport coal by rail is four months. Besides, the railway track is narrow gauge to the north of the Brahmaputra and broad gauge to the south. So the water route is very feasible. Thus Jogighopa terminal will expectedly be a big hit. Hence, it is an advantage to harness the inland water ways.
Policy on IWT:
“So far we have been focusing on developing terminals and jetties on the public private partnership (PPP) module,” says Kumar. “But it has not been successful. The perception that seems to have evolved is that infrastructure should be developed by the government and the operators should be left to invest in the vessels they will operate.”
The government is in the process of declaring another three National Waterways and several canals informed a government official. Apart from promoting IWT mode for inland cargo movement, the policy also emphasizes the possibility of cooperation with neighbouring countries through protocols and bilateral arrangements.
Sudhir S Rangnekar, Managing Director & Group CEO and Former Director of Shipping Corporation of India pointed out, “Although water transport when compared with rail or road transport requires relatively less infra-structural investment and developmental costs besides generating employment opportunities. However, dredging of the rivers and canals to ensure sufficient depth could give the needed fillip.”
India has 14,500 km of navigable waterways, which include rivers, canals, backwaters, creeks, etc. Almost 5,200 km of major rivers and 485 km of canals are suitable for mechanised crafts. At present, three waterways have been declared National Waterways. These are: The Ganga from Haldia to Allahabad (National Waterway No. 1), the Brahmaputra from Dhubri to Sadiya (National Waterway No. 2) and the West Coast Canal from Kottapuram to Kollam along with Udyogmandal and Champakara Canals (National Waterway No. 3).
Navigable rivers
According to Pradeep Kumar, Secretary of the Inland Waterways Authority of India (IWAI) the Ganges is a navigable river with sufficient draft especially from its confluence with the Yamuna at Allahabad onwards all the way to Haldia a total of 1620 km (NW -1). So is also the case with the Brahmaputra between Dhubri and Sadiya stretching over 891 km (NW – 2). This NW-2 has comparatively heavier traffic.
“The problem is with the private operators who have not got fully into it,” informed a government official. “Although the Patna-Haldia (1020 km) stretch of the river Ganga is fully navigable, yet the private sector is not coming forward to utilise it fully because of three reasons: -
1) The distance by water is more than the distance by rail - but the railways on the other hand are congested;
2) There is also the matter of costing – which one is better than the other? But low value cargo such as stone chips, timber, etc., can always go by water as they in any case don’t get a chance of preferential transport by railways;
3) There is the need of a well-designed vessel that can carry around 600 tons of material and which can operate in waters with 1.8 mt draft. If someone produces these types of vessels, he can run a booming business.”
Brahmaputra (NW-2) flows from Assam in India to Bangladesh before flowing into the Bay of Bengal. The river Ganga too flows into the Bay of Bengal. Inland vessels therefore can travel from Kolkata / Haldia to Assam through waterways in Bangladesh. India and Bangladesh have an agreement under which inland vessels of one country could pass through the other country’s waterways for transportation of cargo. Unfortunately, Bangladeshi vessels do 80% of the trade between India and Bangladesh.
Mr. Kumar contends that the government has come out with an action plan of encouraging the formation of joint ventures between IWAI and private parties. “Already three joint ventures have taken shape, two with SKS logistics and another with Vivada Waterways. The joint venture with SKS includes the construction of 16 barges for plying between Kolkata and Pandu, Kolkata and Bangladesh and other routes.
“The government has earmarked around Rs 900 crore over the period of the next three years for development purposes which includes construction of terminals, night navigational facilities, dredging, etc. Since 1996 around Rs 450 crore has been spent on dredging alone.”
Cargo abounds
Cargo has never been a problem on any of the National Waterways confirms Kumar. There is plenty of cargo available. Food Corporation of India alone maintains massive stock food grains in their warehouses in Patna and elsewhere and all this stock is moved to and fro between the rice mills and the consumers in West Bengal and other places. A variety of building materials including sand, stones, chips, cement and several other kinds of merchandise are moved in massive quantities catering to the needs of consumers along the entire Gangetic plain.
Pakur in Bengal is unique for its exquisite high quality stones, which is found to be excellent for construction purposes pointed out another player in the field. In the river Sone there is a sufficient amount of high quality sand, which also finds use in construction. All these are low value items, hence even if it takes 10 to 15 days to get transported, it would hardly make any difference and the low cost of water transport would bring down the cost enormously.
Positioning for a break-through
A coal handling facility at Jogighopa had been commissioned. A number of power projects too are on the anvil in the north. The waiting time for getting rakes to transport coal by rail is four months. Besides, the railway track is narrow gauge to the north of the Brahmaputra and broad gauge to the south. So the water route is very feasible. Thus Jogighopa terminal will expectedly be a big hit. Hence, it is an advantage to harness the inland water ways.
Policy on IWT:
“So far we have been focusing on developing terminals and jetties on the public private partnership (PPP) module,” says Kumar. “But it has not been successful. The perception that seems to have evolved is that infrastructure should be developed by the government and the operators should be left to invest in the vessels they will operate.”
The government is in the process of declaring another three National Waterways and several canals informed a government official. Apart from promoting IWT mode for inland cargo movement, the policy also emphasizes the possibility of cooperation with neighbouring countries through protocols and bilateral arrangements.
IMO deploys expert to assist Princess of the Stars salvage
The Government of the Philippines has requested IMO to mobilize an independent salvage expert to provide guidance on assessing the technical aspects of the salvage proposals and plans being considered in the case of the Princess of the Stars. This follows an earlier offer of any assistance and co-operation the Government might require by IMO Secretary-General Efthimios E. Mitropoulos, immediately following last month’s tragic accident.
The Princess of the Stars, a ferry carrying 861 passengers and crew, went aground and sank on June 21, 2008 in the Philippines. Almost all those on board lost their lives.
IMO’s involvement follows the discovery that that the ferry was carrying various hazardous materials, in particular a 40-ft container containing 10 metric tonnes of endosulfan, a toxic pesticide. Further to an initial request from the Government of the Philippines, IMO consulted several salvage experts and consolidated relevant technical information on the salvage issue that was shared with the Philippines Government and the United Nations Country Team.
Based on the technical information provided by IMO, the Philippines Government, which is taking a hands-on role in the incident, requested IMO to urgently mobilize a competent salvage expert to assist and guide them in what is expected to be a complex salvage process, taking into account both the number of human casualties, as well as the hazardous materials on board.
IMO has mobilized Mr. Paul Glerum, a Dutch salvage master, to undertake this task. Paul Glerum draws on more than 30 years’ salvage experience during which he has been involved in a number of high-profile salvage projects, including the raising of the Kursk, the Russian nuclear submarine that suffered an explosion and sank in the Barents Sea in 2000. The Government of the Netherlands has provided financial support for his deployment
Mr. Glerum departed Amsterdam on July 17, and arrived in Manila on July 18, 2008 for a period of seven days. He will undertake tasks such as the review of salvage plans, provision of technical input and advice, as well as providing assistance and guidance to the Government in the salvage process.
The Princess of the Stars, a ferry carrying 861 passengers and crew, went aground and sank on June 21, 2008 in the Philippines. Almost all those on board lost their lives.
IMO’s involvement follows the discovery that that the ferry was carrying various hazardous materials, in particular a 40-ft container containing 10 metric tonnes of endosulfan, a toxic pesticide. Further to an initial request from the Government of the Philippines, IMO consulted several salvage experts and consolidated relevant technical information on the salvage issue that was shared with the Philippines Government and the United Nations Country Team.
Based on the technical information provided by IMO, the Philippines Government, which is taking a hands-on role in the incident, requested IMO to urgently mobilize a competent salvage expert to assist and guide them in what is expected to be a complex salvage process, taking into account both the number of human casualties, as well as the hazardous materials on board.
IMO has mobilized Mr. Paul Glerum, a Dutch salvage master, to undertake this task. Paul Glerum draws on more than 30 years’ salvage experience during which he has been involved in a number of high-profile salvage projects, including the raising of the Kursk, the Russian nuclear submarine that suffered an explosion and sank in the Barents Sea in 2000. The Government of the Netherlands has provided financial support for his deployment
Mr. Glerum departed Amsterdam on July 17, and arrived in Manila on July 18, 2008 for a period of seven days. He will undertake tasks such as the review of salvage plans, provision of technical input and advice, as well as providing assistance and guidance to the Government in the salvage process.
Foreign officers to come aboard Indian ships
The Government of India has finally cleared the decks for Indian shipowners to employ foreign officers to overcome the shortage that they are experiencing. A circular to this effect has been issued by the Directorate-General of Shipping (DGS).
The DGS, Ms Kiran Dhingra, however, indicated that the given permission is conditional. Shipowners are now being permitted to employ foreign officers only on the merit of each case, and there may well be a limit to the number of officers a ship-owner can employ.
According to Mr S S Kulkarni, Secretary General of Indian National Shipowners’ Association (INSA), Indian shipping companies have been facing a shortage of about 1,000 officers. This number is expected to soar with the industry lining up a massive capital expenditure programme to acquire more vessels.
It has repeatedly been pointed out to the ministry that since the aviation sector was allowed to hire expatriates, the shipping industry should also accordingly be given permission likewise to employ foreign officers.
The DGS’ proposal to this effect to the Ministry of Shipping (MoS) took some time for a government decision because it also involved the approvals of the Ministry of External Affairs and the Ministry of Labour. Both Ministries have now given their approval.
In its circular the directorate has stated that it is its conscious policy, to promote the employment of Indian seafarers worldwide. At the same time, it is the responsibility of the Indian Administration to foster this development and ensure the efficient maintenance of an Indian mercantile marine in a manner best suited to serve the national interest. With the growing tonnage to meet expanding Indian international trade, it has become necessary to ensure that adequate and quality seafarers are made available to Indian shipowners.
In view of this situation Mr. Samuel Darse, Dy. Director General of Shipping stated that having been convinced of the serious shortage of qualified seafarers (which is proving to be detrimental to the growth of Indian tonnage and adversely affecting the smooth operation of the Indian fleet) Indian shipowners are now allowed to recruit a limited number of foreign nationals to work on board Indian ships in both nautical and engineering disciplines is a reasonable one and in the larger national interest. Having been thus satisfied, in exercise of the powers conferred by clause (1) of Section 456 of the Merchant Shipping Act, 1958 read with notification issued by the Government of India vide S.O. No.3144 dated 17th December, 1960, the Director General of Shipping and Ex-officio Additional Secretary to the Govt. of India ( DGS) is pleased to grant, with effect from the date of issue of this Circular and till further orders, a relaxation to all Indian ships from compliance with the requirements of Section 76 and 99 of the Merchant Shipping Act, 1958, subject to the following conditions:
· The manning shall be in accordance with the prescribed "Safe Manning Document";
· Not more than two foreign national seafarers shall be engaged in a ship at a time, and the Master of the Indian Flag ship must be of Indian Nationality.
· In case of emergency / SOS /death of Master at Sea /on board ship, responsibility to handle and maintain safe custody of classified publications should be given to the next in command as per hierarchy who is of Indian National.
· Foreign national seafarers employed on Indian vessels, as provided under this notification, shall belong to any of the following countries: Bulgaria, Croatia, Estonia, Georgia, Latvia, Lithuania, Italy, Malaysia, Romania, Russia, United Kingdom and the Ukraine.
· Such foreign national seafarers holding Certificates of Competency issued by or under the authority of maritime administrations other than India should have in their possession a Continuous Discharge Certificate (CDC) or a Certificate of Discharge issued to them by the national administration of the seafarer.
· In addition they should have the knowledge of legislation of Indian administration relevant to the functions they are to perform on Indian ships subject to satisfactory assessment by this Directorate, or they should have undergone a 3 (three) days approved course on National Maritime Law conducted by the Lal Bahadur Shastri College of Advanced Maritime Studies & Research (LBSCAMSAR), Mumbai;
· Such foreign nationals ought to have obtained an endorsement from the Indian Maritime Administration under Regulation 1/10 of the STCW 1995.
The permission for employment of foreign Nationals on board Indian Flag Vessels shall be taken on a case to case basis. When applying for permission, the shipping company shall also show proof of having the necessary clearances from the Ministries of Home Affairs and External Affairs.
This Order and exemption shall apply only for the category of seafarers who are certified as Officers and not seamen, who do not belong to the category of seamen certified as Officers.
The DGS, Ms Kiran Dhingra, however, indicated that the given permission is conditional. Shipowners are now being permitted to employ foreign officers only on the merit of each case, and there may well be a limit to the number of officers a ship-owner can employ.
According to Mr S S Kulkarni, Secretary General of Indian National Shipowners’ Association (INSA), Indian shipping companies have been facing a shortage of about 1,000 officers. This number is expected to soar with the industry lining up a massive capital expenditure programme to acquire more vessels.
It has repeatedly been pointed out to the ministry that since the aviation sector was allowed to hire expatriates, the shipping industry should also accordingly be given permission likewise to employ foreign officers.
The DGS’ proposal to this effect to the Ministry of Shipping (MoS) took some time for a government decision because it also involved the approvals of the Ministry of External Affairs and the Ministry of Labour. Both Ministries have now given their approval.
In its circular the directorate has stated that it is its conscious policy, to promote the employment of Indian seafarers worldwide. At the same time, it is the responsibility of the Indian Administration to foster this development and ensure the efficient maintenance of an Indian mercantile marine in a manner best suited to serve the national interest. With the growing tonnage to meet expanding Indian international trade, it has become necessary to ensure that adequate and quality seafarers are made available to Indian shipowners.
In view of this situation Mr. Samuel Darse, Dy. Director General of Shipping stated that having been convinced of the serious shortage of qualified seafarers (which is proving to be detrimental to the growth of Indian tonnage and adversely affecting the smooth operation of the Indian fleet) Indian shipowners are now allowed to recruit a limited number of foreign nationals to work on board Indian ships in both nautical and engineering disciplines is a reasonable one and in the larger national interest. Having been thus satisfied, in exercise of the powers conferred by clause (1) of Section 456 of the Merchant Shipping Act, 1958 read with notification issued by the Government of India vide S.O. No.3144 dated 17th December, 1960, the Director General of Shipping and Ex-officio Additional Secretary to the Govt. of India ( DGS) is pleased to grant, with effect from the date of issue of this Circular and till further orders, a relaxation to all Indian ships from compliance with the requirements of Section 76 and 99 of the Merchant Shipping Act, 1958, subject to the following conditions:
· The manning shall be in accordance with the prescribed "Safe Manning Document";
· Not more than two foreign national seafarers shall be engaged in a ship at a time, and the Master of the Indian Flag ship must be of Indian Nationality.
· In case of emergency / SOS /death of Master at Sea /on board ship, responsibility to handle and maintain safe custody of classified publications should be given to the next in command as per hierarchy who is of Indian National.
· Foreign national seafarers employed on Indian vessels, as provided under this notification, shall belong to any of the following countries: Bulgaria, Croatia, Estonia, Georgia, Latvia, Lithuania, Italy, Malaysia, Romania, Russia, United Kingdom and the Ukraine.
· Such foreign national seafarers holding Certificates of Competency issued by or under the authority of maritime administrations other than India should have in their possession a Continuous Discharge Certificate (CDC) or a Certificate of Discharge issued to them by the national administration of the seafarer.
· In addition they should have the knowledge of legislation of Indian administration relevant to the functions they are to perform on Indian ships subject to satisfactory assessment by this Directorate, or they should have undergone a 3 (three) days approved course on National Maritime Law conducted by the Lal Bahadur Shastri College of Advanced Maritime Studies & Research (LBSCAMSAR), Mumbai;
· Such foreign nationals ought to have obtained an endorsement from the Indian Maritime Administration under Regulation 1/10 of the STCW 1995.
The permission for employment of foreign Nationals on board Indian Flag Vessels shall be taken on a case to case basis. When applying for permission, the shipping company shall also show proof of having the necessary clearances from the Ministries of Home Affairs and External Affairs.
This Order and exemption shall apply only for the category of seafarers who are certified as Officers and not seamen, who do not belong to the category of seamen certified as Officers.
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