MER Feb Web

ISSN 2250 - 1967
VOLUME 10
P9
P17
ISSUE 3
JOURNAL OF THE INSTITUTE OF MARINE ENGINEERS (INDIA)
Energy Efficiency in Ships

Global Warming and Paris
agreement-COP 21
FEBRUARY 2016
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Marine Engineers Review (India) February 2016
www.imare.in 3
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Inside
Editorial
Sukhvinder Singh Rayat
Marine Engineers Review

(India)
Journal of The Institute of Marine
Engineers (India)
Drugs & Alcohol in the Workplace
13
Global Warming and Paris agreement-COP 21
17
Marine Spills Awareness, Impact & Preparedness
20
Trends In Shipping (2015)
23
Fearnleys Weekly Report
27
Basic Principles Of Refrigeration
33
Marine News
37
IMEI News & Releases
41
Obituary
48
QUIZ PAGE
49
Rajesh Madusudanan
Administration Office
IMEI House
Plot No. 94, Sector - 19, Nerul,
Navi Mumbai 400 706.
Tel. : +91 22 2770 16 64
Fax : +91 22 2771 16 63
E-mail : editormer@imare.in
Website : www.imare.in
Capt Sandeep Kalia
Ashok Khanna
February 2016
Editorial Board
Editor : Mr S. M. Rai

Mr Y. Nath

Mr B. S. Mathur

Ms Sharvani Mishra
Journal Coordinator : Ms Meenu Bhalla
Disclaimer :
Papers and articles have been included in this Journal
largely as submitted, with basic editing and formatting
only, and without technical peer review. The Institute of
Marine Engineers (India) does not take any responsibility
whatsoever for any statements and claims made in these
papers and articles for the quality, accuracy and validity
of data presented or for any other contents. Inclusion of
papers, articles, and advertisements does not constitute
any form of endorsement whatsoever by The Institute of
Marine Engineers (India).
Printed, Published and Edited by Mr. Surendra M. Rai on behalf of The Institute of Marine Engineers (India).
Published from 1012 Maker Chambers V, 221 Nariman Point, Mumbai 400 021, and Printed from Compact Photo Offset,
116 Shriniwas, Behind Gograswadi, Dombivli (E) 421 201. District Thane
www.imare.in 5
www.imare.in
Editors
Keyboard...
The year gone by has initiated many historical
Dear Friends,
The new Editorial Team has taken over the
publication of MER (I) from this issue onwards.
agendas, both at the national and international

levels, which will have vast impact on the
Indian & global maritime sectors. Nationally,
The Institute of Marine Engineers (India) and
items currently at centre stage are revamping
MER (I) have come a long way since their
of Merchant Shipping Act1958, Reviewing
inception, leaving behind a pleasant trail of many
of Inland Vessel Act-1917, Ratification of
successes, achievements and glories. However,
Maritime Labour Convention-2006, Thrust on
the journey continues to be full of challenges,
the Coastal Shipping & the Review of the entire
with increased focus on new innovations, ideas
Training and the Competency Examination
& concepts and a vision stretching well beyond
System.
the horizon.
The entire maritime fraternity
Code, Ballast Water Convention, Recycling
needs to be vigilant, well geared and motivated
Convention & Passenger Ship Safety continues
to take on the onerous task.
to be intensively discussed and debated.
The new team at the helm would need your

support and guidance to make progress and
pave way for the future. The New Year has
given rise to many hopes, expectations and the
possibilities. Industry continues to be reeling
under a recessionary trend, compounded by
At IMO, CO2 emissions, Polar
Elsewhere in this issue, we are updating

our members on the performance monitoring
and happenings at Paris COP 21. Last reports
have indicated that the criteria for entry
into force of BWM Convention has not yet
been achieved.
many adverse factors and the very survival
In the wake of maritime challenges and the
of shipping companies has become a major
deliberations, it is imminent that the next few
challenge.
months would lead to a compelling watching
Under these circumstances, our
journal may in a miniscule measure, be

an instrument for motivation & guidance
and a source for the stakeholders to know
the developments and plan out their next
and involvement of all the stake holders.

Wishing you all a Very Happy New Year & all
the Best in the years ahead.
appropriate course and actions. Accordingly,

we take this opportunity to request our learned
members to write articles for publishing in the
S. M. Rai
journal for the benefit of the industry at large.
editormer@imare.in
www.imare.in 7
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www.imare.in

Part 1
Sukhvinder Singh Rayat
Abstract: Energy Efficiency in Ships is important because it is introduced as chapter 4 in Annex VI of MARPOL. Further the
measurement of Fuel consumed is also brought in to the purview of EU-MRV. This is explained in the article.
This article intends to deal with the subject 'Energy Efficiency in Ships - Measures and Measurement'. Measures means
the technical measures to reduce the fuel consumption (ie improving the energy efficiency) and measurement means the
methods and technology available to measure the energy efficiency.
1 Introduction
1.1 Overview:
Crude oil prices increased from USD 33.25 per barrel in April
2004 to USD 109 in April 2008. It peaked at USD 145 in July
2008 and in December 2008 it was at USD 40. It increased
steadily from hereon and in April 2012 it was at USD 125.
Thereafter it decreased but maintained above USD 100 per
barrel till August 2014. With the oil prices showing higher
bias and the international Green House Gas emission
regulatory regime for shipping industry introduced by
IMO the industry began looking at technical measures to
improve energy efficiency in ships as investments with
acceptable payback periods.
Figure 1.1: Use of Propulsion Energy On Board a small

cargo ship,
Head-sea, Beaufort 6
The design of propulsion plants on ships has been
continuously trending for higher thermal efficiencies.
The waste heat recovery systems have been used widely
for production of steam from diesel engine exhaust heat
and production of fresh water from diesel engine cooling
water heat. In some cases the exhaust gases from diesel
engine propulsion plants have been used for production of
electricity by use of exhaust gas turbines.
J.S. Carlton, former Senior Principal Surveyor-Propulsion and

Environmental Engineering Department of Lyods Register,
has in his book Marine Propellers and Propulsion of 1994
Edition included eleven thrust augmenting devices. Very
few in the shipping industry then recognised the benefit of
these devices to have them installed on the vessels. These
thrust augmentation devices included the wake equalising
duct (Shneekluth), Propeller Boss Cone Fins (PBCF),
and rudder bulb fins that are now being retrofitted across
the industry.
Moreover the comfort of the industry with TBT based
antifouling was disturbed when the TBT based antifouling
was banned by IMO from 2003 onwards. The ban was
justified due to evidence that TBT was accumulating in food
chains with particularly high levels being found in marine
mammals (1995 - Iwata et al). This confused the ship owners
in selecting a reliable antifouling because the effectiveness
of the alternatives had not been yet established. With
IMO introducing regulations in MARPOL for Ship Energy
Efficiency, the pressure on the ship owners grew if they had
to continue in the business.
Additionally the expensive SPC coatings are being used to
get the benefit of lower frictional resistance claimed by the
makers of these coatings. From Figure 1.1 we can see that
the Hull Friction is 37% of the delivered power. Frictional
resistance is 70% of the total resistance. Hence propulsive
efficiency can be improved significantly by reducing
hull roughness.
1.2 Background
Fuel prices and environmental pollution have been the
drivers for this work to gain insight in the operational
performance of the vessels. Thus we can attribute these as
economical and environmental drivers. As stated above in
the overview, lot of work had been done in development of
energy saving devices but it is only now that this interest in
the energy efficiency has really picked up. This interest can
be attributed to the initiatives of IMO.
Sukhvinder Singh Rayat, is a Marine Engineer and MSc in Marine Technology from Newcastle University. He is a
Member of IME (I) and is currently working with the Vessel performance management cell at The Great Eastern
Shipping Company Ltd, Mumbai.
www.imare.in 9
Regulations for the prevention of air pollution from ships

were adopted as annex VI to MARPOL convention in 1997.
Annex VI entered into force on 19th May 2005 and set
limits on nitrogen oxide and sulphur oxide emissions from
ships exhaust. It also set control mechanism for fuel oil
quality, prevention of emissions of volatile compounds,
prohibiting installation and deliberate emissions of ozone
depleting substances.
1.3 Energy Regulations affecting Maritime Transportation:
In 2008 the MARPOL Annex VI was revised
1.3.1 MARPOL: The fuel efficiency now exists as a regulation

in chapter 4 as Regulations on energy efficiency for
ships in MARPOL Annex VI which was incorporated by
an amendment in July 2011 making the Energy Efficiency
Design Index (EEDI) mandatory for new ships and Ship
Energy Efficiency Management Plan (SEEMP) mandatory
for all ships.
i To reduce the global sulphur cap in fuel oil from 4.5% to

3.5% from 1 January 2012. Currently this cap is 3.5% and
is, as per annex VI, expected to be 0.5% from 1 January
2020. In Emission Control Areas the current sulphur
limit is 0.1% in force from 1 January 2015.
These regulations as stated below are aimed to bring

improvement in terms of reducing the expected increase
in greenhouse gas emissions and are efforts in line with the
global objective of limiting increases in global temperatures
to 2 C. According to data provided by the IMO, the specific
energy consumption and CO2 emissions of ships could be
reduced by up to 75 % by applying operational measures
and implementing existing technologies.
1.3.1.1 Energy Efficiency Design Index (EEDI):

Environmental cost
EEDI= Benefit for society
Quantity of CO2 Emission (grams)

tonne_nautical mile of cargo moved
EEDI=
CO2 from Propulsion+CO2 from Auxiliaries-Energy Efficient Technologies

Transportation work
Transportation work=Capacity V
Figure 1.2 MARPOL ANNEX VI Fuel Sulphur Limits
ii To introduce three tier structure for nitrogen
oxide emission.
The current tier II level of 14.4 g/Kw-h replaced the tier
I level of 17.0 g/kWh
from 1 January 2011. The tier
II level will be replaced by tier III level of 3.4 g/Kw-h
in Emission Control Areas from 1 January 2016. These
limits are applicable for the engines whose rated speed
is less than 130 rpm.
Capacity is the deadweight and V is the ship speed in

Knots in deep water in the condition corresponding
to the Capacity.
Ships to which this chapter applies ( GT 400) are subjected
to surveys for verification of EEDI. Verification process of
the EEDI is performed in two phases
1. Pre-verification of input parameters before proceeding
with the construction. The EEDI calculations should be
submitted at early design stage to eliminate ships that
do not fulfil the requirements.
2. Sea trials verification to verify the ships EEDI.
Figure 1.3 MARPOL Annex VI NOx limits

EEDI obtained from the verification process is the Attained

EEDI. The Attained EEDI should be less than the Required
EEDI. Required EEDI is determined by the reference lines
developed by the International Maritime Organisation.
A reference line is defined as an average EEDI value as a
function for a large group of comparable existing ships. EEDI
reference line for bulk carriers greater than or equal to 400
gt is shown below in figure 1.4. Similarly IMO has developed
EEDI reference lines for Gas Tankers, Oil Tankers, Container
Ships, General Cargo Ships, Refrigerated Cargo Ships and
Combination Carriers.
www.imare.in
improve the energy efficiency of ships. Ships are required

to keep on board a ship specific Ship Energy Efficiency
Management Plan (SEEMP). This
1.3.2 EU-MRV: Regulation (EU) 2015/757 of the
European Parliament and of the Council of 29 April 2015.
Regulation entered into force on 1 July 2015. This is a system
for monitoring, reporting and verification (MRV system) of
CO2 emissions based on the fuel consumption of ships.
Requirements of the regulation are as follows
1.3.2.1 Focus of MRV system:
i. Ships > 5000 GT
Figure 1.4: EEDI Reference Line for Bulk Carriers. (SourceEnergy Efficiency and Ships, Indra Nath Bose)
The EEDI is a non-prescriptive, performance-based
mechanism for the ship designers and builders. They are
free to make the most cost-efficient choice of technologies
to use in a specific ship design such as to comply with the
regulations and attain the required energy level.
ii. Focus on only CO2 as the most relevant green-house gas

emitted by maritime sector.
1.3.2.2 Extent of application:
All intra-Union voyages, all incoming voyages from the
last non-Union port to the first Union port of call and all
outgoing voyages from a Union port to the next non-Union
port of call, including ballast voyages, should be considered
relevant for the purposes of monitoring CO2 emissions
based on fuel consumption of ships. CO2 emissions in
Union ports, including emissions arising from ships at berth
or moving within a port should also be covered.
1.3.2.3 Monitoring Methods: Actual fuel consumption can
use one of the four following methods.
i. Bunker Fuel Delivery notes
ii. Bunker Fuel Tank monitoring on board.
iii. Flow meters for applicable combustion processes.
Reference Line: These are calculated from the data of

existing ships of 400 GT and above from the 10 year HIS
Fairplay database delivered in the period from 1 January
1999 to 1 January 2009.
Phase 0: 1 Jan 2013 to 31 Dec 2014. EEDI remains same as
the Reference Line.
Phase 1: 1 Jan 2015 to 31 Dec 2019. EEDI should reduce
by 10 %
Phase 2: 1 Jan 2020 to 31 Dec 2024. EEDI should reduce by
another 10% i.e. total 20% from the reference line
Phase 3: 1 Jan 2025 onwards. EEDI should reduce by
another 10% i.e. total 30% from the reference
line.
1.3.1.2 Ship Energy Efficiency Management Plan SEEMP:
The SEEMP establishes a mechanism for operators to
iv. Direct emission measurement.

1.3.2.4 Shipping
regulation:
Companys
obligations
under
this
i. By 31 August 2017, company shall submit to the verifier

a monitoring plan indicating the method chosen to
monitor and report emissions.
ii. From 1 January 2018, company shall monitor emissions
for each ship
iii. From 2019, by 30th April of each year company shall
submit emission report for the entire reporting period
to the European Commission and the Flag State.
iv. Document of Compliance issued by the authority of the
Commission for the ship for a period of 18 months and
to be kept on board.
www.imare.in 11
1.3.2.5 Failure of Compliance:

In case of failure to report for two or
more consecutive reporting periods,
authority may issue an expulsion
order. As a result of expulsion order,
the vessel will be refused entry into
any of the European Member State.
1.3.2.6 Public
emissions data:
access
to
the
By 30 June each year, the Commission

shall make publicly available the CO2
emissions reported by the companies.
References:
1) Energy Efficiency and Ships by
Indra Nath Bose
2) Energy Management through
Performance Monitoring Systems
Masters dissertation by Sukhvinder
Singh Rayat.
To be continued next month
TECHNICAL SEMINAR
The Navi Mumbai chapter of the Institute Of Marine
Engineers (India), Mumbai Branch in association with Harris
Pye Engineering India Pvt. Ltd. is organizing a TECHNICAL
SEMINAR
Date: Saturday, 13 February 2016.
th
Topic 1: RVCR Engine Technology Indigenous Solution to

Global Challenges.
Presented by Mr Ajee Kamath, Member IME and inventor of globally
patented RVCR technology.
Topic 2: Retrofitting of Ballast Water Treatment Systems

(BWTS)In Service or in the Shipyard
Presented by Mr Andrew Trumble, Technical Manager (Environmental
Solutions), Harris Pye Engineering India Pvt Ltd , CEng, CMarEng,
FIMarEST.
Venue: Apollo Hall, Fortune Select Exotica, Sector 19 D, Palm Beach

Road, Vashi , Navi Mumbai
Technical Seminar will be followed by cocktail and Dinner
Registration: 1700 hours, Technical Sessions : 1715 1940 hours
RSVP : Mr. Shetkar, 9833250160/27701664/27706749
Membership
ICards for All
IMEI Members
All IMEI Members are requested
to provide/ update their following
data to enable us to start making
Membership I cards for them:
1. Full Name
2. Permanent Address with Pin
Code
3. Landline Number (if any)
4. Mobile Number
5. Email Id
Kindly also send a scanned copy
of your recent Passport size
photograph
(Minimum
200dpi)
to
membershipdata@imare.in
or
write to
The Membership Cell
The Institute of Marine Engineers
(India)
IMEI House, Plot no. 94, Sector 19,
Nerul East, Navi Mumbai 400 706
Hon. General Secretary
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Drugs & Alcohol in the Workplace

Rajesh Madusudanan
The use of alcohol and/or other drugs in general is increasing
globally, and the impact of substance abuse can be seen in
the workplace:
Alcoholism causes 500 million lost workdays each year.
It is estimated that 10-30% of the accidents at work are
related to alcohol and that problem drinkers have a 2-4
times higher chance of an accident than non-drinkers.
1st test: before any alcohol ingestion, 10% could not

perform all tasks correctly,
2nd test: after reaching a blood alcohol concentration of
0.10/100ml, 89% could not perform all tasks
correctly, and
3rd test: fourteen hours later, after all alcohol had left their
systems, 68% could not perform all tasks correctly
Seafaring is international in nature and the shipping industry

as a whole has become increasingly conscious of the impact
that drug and alcohol use can have on operations. Special
conditions that increase the need for action to limit drug
and alcohol use that put health and safety at risk which
include variables unique to the maritime industry:
There is every reason to believe these findings apply equally

to seafarers!
- ships act as both workplace and home;
The Chemical Breakdown of Alcohol
- maritime population requires geographic mobility;
Alcohol is nothing but ethanol or ethyl alcohol (CH3CH2OH).

The body processes and eliminates ethanol in separate
steps. Chemicals called enzymes help to break apart the
ethanol molecule into other compounds (or metabolites),
which can be processed more easily by the body. Some of
these intermediate metabolites can have harmful effects on
the body.
- mixed cultures, customs and languages;

- limited social interaction with non-maritime personnel
on board or ashore;
- limited health facilities;
- long and often irregular working hours;
- high variability in ownership and management of ships,
hiring practices and work conditions
- significant variations in national laws, regulations and
enforcement standards.
Performance & Productivity
The maritime business, in particular ship operation, is highly
competitive. Profits are very often low and in many cases
marginal. Ship-owner/operator/management decisions
are too often bottom line driven. Collisions, explosions,
groundings, fires, sinking or capsizing can be catastrophic
for all concerned. Long-term carelessness and neglect,
to which substance abuse may contribute, can result in
a steady drop in performance that, over time, may cause
greater financial loss than events of a more dramatic and
easily identified nature.
Ship owners/operators and managers cannot therefore
afford to ignore any issues that affect productivity. Substance
abuse undoubtedly contributes to lower performance and
productivity.
A study conducted in the US showed that when airline pilots
had to perform routine tasks in a simulator under three
alcohol test conditions, the following results were obtained:
In addition, because virtually all work carried out on a ship

has a safety implication, the term seafarer should be
applied to all persons working on ships and not just those in
executive positions.
Most of the ethanol in the body is broken down in the

liver by an enzyme called alcohol dehydrogenase (ADH),
which transforms ethanol into a toxic compound called
acetaldehyde (CH3CHO), a known carcinogen. However,
acetaldehyde is generally short-lived; it is quickly broken
down to a less toxic compound called acetate (CH3COO-)
by another enzyme called aldehyde dehydrogenase (ALDH).
Acetate then is broken down to carbon dioxide and water,
mainly in tissues other than the liver.
Alcohol Metabolism
Metabolism is the body's process of converting ingested
substances to other compounds. Metabolism results in
some substances becoming more, and some less, toxic than
those originally ingested. Metabolism involves a number of
processes, one of which is referred to as oxidation. Through
oxidation, alcohol is detoxified and removed from the blood,
preventing the alcohol from accumulating and destroying
cells and organs. A minute amount of alcohol escapes
metabolism and is excreted unchanged in the breath and in
urine. Until all the alcohol consumed has been metabolized,
it is distributed throughout the body, affecting the brain and
other tissues.
Rajesh Madusudanan is an Associate member of IME (I) and a sailing Second Engineer, holding MEO Class I, CoC from India.
www.imare.in 13
which varies among individuals and appears to have genetic

determinants. In general, after the consumption of one
standard drink, the amount of alcohol in the drinker's blood
(blood alcohol concentration, or BAC) peaks within 30 to
45 minutes. (A standard drink is defined as 12 ounces of
beer, 5 ounces of wine, or 1.5 ounces of 80-proof distilled
spirits, all of which contain the same amount of alcohol.)
The BAC curve, shown on the previous page, provides an
estimate of the time needed to absorb and metabolize
different amounts of alcohol. Alcohol is metabolized more
slowly than it is absorbed. Since the metabolism of alcohol
is slow, consumption needs to be controlled to prevent
accumulation in the body and intoxication.
This information, of course, is important when participating
in activities for which concentration is needed, such as
driving or operating dangerous machinery.
Blood alcohol concentration (BAC) after the rapid

consumption of different amounts of alcohol by eight
adult fasting male subjects.* (Adapted from Wilkinson et
al., Journal of Pharmacokinetics and Biopharmaceutics
5(3):207-224, 1977.)
100 mg% is the legal level of intoxication in most States in
USA.50 mg% is the level at which deterioration of driving
skills begins. (JAMA255:522-527, 1986.)
*If the same number of drinks are consumed over a longer
period of time, BAC's will be lower.
The Metabolic Process
When alcohol is consumed, it passes from the stomach
and intestines into the blood, a process referred to as
absorption. Alcohol is then metabolized by enzymes, which
are body chemicals that break down other chemicals. In
the liver, an enzyme called alcohol dehydrogenase (ADH)
mediates the conversion of alcohol to acetaldehyde.
Acetaldehyde is rapidly converted to acetate by other
enzymes and is eventually metabolized to carbon dioxide
and water. Alcohol also is metabolized in the liver by the
enzyme cytochrome, which may be increased after chronic
drinking.
Small amounts of alcohol also are removed by interacting
with fatty acids to form compounds called fatty acid ethyl
esters (FAEEs). These compounds have been shown to
contribute to damage to the liver and pancreas Most of
the alcohol consumed is metabolized in the liver, but the
small quantity that remains unmetabolized permits alcohol
concentration to be measured in breath and urine.
The liver can metabolize only a certain amount of
alcohol per hour, regardless of the amount that has been
consumed. The rate of alcohol metabolism depends, in
part, on the amount of metabolizing enzymes in the liver,
Drinking heavily puts people at risk for many adverse health

consequences, including alcoholism, liver damage, and
various cancers. But some people appear to be at greater
risk than others for developing these problems. Why do
some people drink more than others? And why do some
people who drink develop problems, whereas others do
not?
Research shows that alcohol use and alcohol-related
problems are influenced by individual variations in alcohol
metabolism, or the way in which alcohol is broken down and
eliminated by the body. Alcohol metabolism is controlled
by genetic factors, such as variations in the enzymes that
break down alcohol; and environmental factors, such as
the amount of alcohol an individual consumes and his or
her overall nutrition. Differences in alcohol metabolism
may put some people at greater risk for alcohol problems,
whereas others may be at least somewhat protected from
alcohols harmful effects.
Acetaldehyde: a toxic byproductMuch of the research
on alcohol metabolism has focused on an intermediate
byproduct that occurs early in the breakdown process
acetaldehyde. Although acetaldehyde is short lived,
usually existing in the body only for a brief time before it
is further broken down into acetate, it has the potential
to cause significant damage. This is particularly evident in
the liver, where the bulk of alcohol metabolism takes place
. Some alcohol metabolism also occurs in other tissues,
including the pancreas and the brain, causing damage to
cells and tissues. Additionally, small amounts of alcohol are
metabolized to acetaldehyde in the gastrointestinal tract,
exposing these tissues to acetaldehydes damaging effects.
In addition to its toxic effects, some researchers believe that
acetaldehyde may be responsible for some of the behavioral
and physiological effects previously attributed to alcohol.
For example, when acetaldehyde is administered to lab
animals, it leads to incoordination, memory impairment,
and sleepiness, effects often associated with alcohol.
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On the other hand, other researchers report that

acetaldehyde concentrations in the brain are not high
enough to produce these effects . This is because the brain
has a unique barrier of cells (the bloodbrain barrier) that
help to protect it from toxic products circulating in the
bloodstream. Its possible, however, that acetaldehyde may
be produced in the brain itself when alcohol is metabolized
by the enzymes catalase and cytochrome.
Where Alcohol Metabolism Takes Place
THE GENETICS BEHIND METABOLISM

Regardless of how much a person consumes, the body can
only metabolize a certain amount of alcohol every hour .
That amount varies widely among individuals and depends
on a range of factors, including liver size and body mass.
In addition, research shows that different people carry
different variations of the ADH and ALDH enzymes. These
different versions can be traced to variations in the same
gene. Some of these enzyme variants work more or less
efficiently than others; this means that some people can
break down alcohol to acetaldehyde, or acetaldehyde to
acetate, more quickly than others. A fast ADH enzyme or
a slow ALDH enzyme can cause toxic acetaldehyde to build
up in the body, creating dangerous and unpleasant effects
that also may affect an individuals risk for various alcoholrelated problemssuch as developing alcoholism.
The type of ADH and ALDH an individual carries has been
shown to influence how much he or she drinks, which in
turn influences his or her risk for developing alcoholism .
For example, high levels of acetaldehyde make drinking
unpleasant, resulting in facial flushing, nausea, and a
rapid heart beat. This flushing response can occur even
when only moderate amounts of alcohol are consumed.
Consequently, people who carry gene varieties for fast ADH
or slow ALDH, which delay the processing of acetaldehyde
in the body, may tend to drink less and are thus somewhat
protected from alcoholism (although, as discussed later,
they may be at greater risk for other health consequences
when they do drink).
Genetic differences in these enzymes may help to explain
why some ethnic groups have higher or lower rates of
alcohol-related problems. For example, one version of the
ADH enzyme, called ADH1B*2, is common in people of
Chinese, Japanese, and Korean descent but rare in people
of European and African descent . Another version of the
ADH enzyme, called ADH1B*3, occurs in 15 to 25 percent
of African Americans. These enzymes protect against
alcoholism by metabolizing alcohol to acetaldehyde very
efficiently, leading to elevated acetaldehyde levels that
make drinking unpleasant .
HEALTH CONSEQUENCES OF ALCOHOL USE
Alcohol metabolism and cancerAlcohol consumption
can contribute to the risk for developing different cancers,
including cancers of the upper respiratory tract, liver, colon
Alcohol is metabolized in the body mainly by the liver. The

brain, pancreas, and stomach also metabolize alcohol.
or rectum, and breast . This occurs in several ways, including
through the toxic effects of acetaldehyde.
Where Alcohol Metabolism Takes Place
Alcohol is metabolized in the body mainly by the liver. The
brain, pancreas, and stomach also metabolize alcohol.
Many heavy drinkers do not develop cancer, and some
people who drink only moderately do develop alcoholrelated cancers. Research suggests that just as some genes
may protect individuals against alcoholism, genetics also
may determine how vulnerable an individual is to alcohols
carcinogenic effects.
Ironically, the very genes that protect some people from
alcoholism may magnify their vulnerability to alcoholrelated cancers. The International Agency for Research
on Cancer asserts that acetaldehyde should be classified
as a carcinogen. Acetaldehyde promotes cancer in several
waysfor example, by interfering with the copying (i.e.,
replication) of DNA and by inhibiting a process by which the
body repairs damaged DNA. Studies have shown that people
who are exposed to large amounts of acetaldehyde are at
greater risk for developing certain cancers, such as cancers
of the mouth and throat. Although these individuals often
are less likely to consume large amounts of alcohol, when
they do drink their risk for developing certain cancers is
www.imare.in 15
higher than drinkers who are exposed to less acetaldehyde

during alcohol metabolism.
Acetaldehyde is not the only carcinogenic byproduct of
alcohol metabolism. When alcohol is metabolized by
cytochrome, highly reactive, oxygen-containing molecules
or reactive oxygen species (ROS)are produced. ROS can
damage proteins and DNA or interact with other substances
to create carcinogenic compounds.
Fetal Alcohol Spectrum Disorder (FASD)Pregnant women
who drink heavily are at even greater risk for problems.
Poor nutrition may cause the mother to metabolize alcohol
more slowly, exposing the fetus to high levels of alcohol for
longer periods of time . Increased exposure to alcohol also
can prevent the fetus from receiving necessary nutrition
through the placenta. In rats, maternal malnutrition has
been shown to contribute to slow fetal growth, one of the
features of FASD, a spectrum of birth defects associated
with drinking during pregnancy . These findings suggest
that managing nutrition in pregnant women who drink may
help to reduce the severity of FASD.
Alcoholic liver diseaseAs the chief organ responsible for
the breakdown of alcohol, the liver is particularly vulnerable
to alcohol metabolisms effects. More than 90 percent of
people who drink heavily develop fatty liver, a type of liver
disease. Yet only 20 percent will go on to develop the more
severe alcoholic liver disease and liver cirrhosis.
Alcoholic pancreatitisAlcohol metabolism also occurs

in the pancreas, exposing this organ to high levels of toxic
byproducts such as acetaldehyde and FAEEs. Still, less
than 10 percent of heavy alcohol users develop alcoholic
pancreatitisa disease that irreversibly destroys the
pancreas suggesting that alcohol consumption alone is
not enough to cause the disease. Researchers speculate
that environmental factors such as smoking and the amount
and pattern of drinking and dietary habits, as well as
genetic differences in the way alcohol is metabolized, also
contribute to the development of alcoholic pancreatitis,
although none of these factors has been definitively linked
to the disease.
Conclusion
Having seen the effects of alcohol in the maritime industry
especially amongst seafarers, I always wanted to create
awareness and motivate them to quit drinking alcohol.
Hope this article would make my fellow seafarers who are
addicted to or habitual to drink alcohol, may try to reduce
its consumption or quit it completely.
Courtesy:
1) ILO publication : Drug and Alcohol Prevention
Programmes in the Maritime Industry (A Manual for
Planners)
2) National Institute on Alcohol Abuse and Alcoholism,
http://www.niaaa.nih.gov
www.imare.in
Global Warming and Paris agreement-COP 21

The 2015 United Nations Climate
Change Conference, COP 21 attended
by over 195 nations was held at
Paris from 30th November to 12th
December 2015. Conference was
21st yearly meeting of the Conference
of the Parities (COP) to the 1992 UN
convention on climate change. The
objective of the 2015 conference
was to achieve for the first time in
over two decades of United Nations
negotiations a binding universal
agreement on climate from all nations
of the world. IMO too has been
deliberating on measures to reduce
and closely monitor CO2 emissions
from ships and formulate mandatory
guidelines and controls.
BACKGROUND
Environmental degradation and
global warming has been recognised
as the most critical issue facing us
today and a major threat to humanity
and the universe.
Global warming is the increase of
earths average surface temperature
due to effect of greenhouse gases.
It is primarily a problem of too
much carbon dioxide (CO2) in
the atmospherewhich acts as a
blanket, trapping heat and warming
the planet. As we burn fossil fuels like
coal, oil and natural gas for energy or
cut down and burn forests to create
pastures and plantations, carbon
accumulates and overloads our
atmosphere.
deaths due illness all can be attributed

to GHG.
According
to
research
of
Intergovernmental panel on Climate
Change (IPCC) a temperature
increase of over 2 degree C would
lead to serious consequences. In
2009 in Copenhagen, Countries
affirmed their determination to keep
global warming to below 2 degree
C compared to preindustrial era. It
is also estimated that GHG must be
reduced by 40 % to 70% compared
with 2010 by mid-century to limit
global mean temperature rise to
below 2 degrees C.
Record warm temperatures measured
in the first nine months of this year
indicate that the world has already
reached the halfway point towards
the arbitrary threshold of a 2 degree
C increase on pre-industrial levels
judged to be potentially dangerous
for climate change. According to
the
World
Meteorological
Organisation (WMO) the world is
heading towards uncharted territory
at frightening speed.
Scientists report that this year global

average temperatures broke through
the 1C barrier.
World first acknowledged the growing
GHG problem at 1992 earth Summit in
Rio when UN framework Convention
on Climate change (UNFCCC) became
an international treaty. It aims to
Stabilise atmospheric greenhouse
gas concentration at a level that would
prevent dangerous anthropogenic
interference with the climate system.
It is to be noted that while very small
quantities of greenhouse gases are
produced naturally, the majority
are due human activities. The
uncontrolled massive use of fossil fuels
such as hydrocarbons (Coal, Gas, Oil),
deforestation and intensive livestock
raising & agriculture, produce large
quantities of greenhouse gases which
gets concentrated in the atmosphere.
All these emissions accelerate
global warming.
In 1997 when the reduction targets
achieved were found to be insignificant
and the emission controls found to
Warming and rise in temps will have

adverse impact and results in rise
of sea levels endangering coastal
townships, change in rain patterns
causing droughts floods & hurricanes,
wild fires, melting of ice & glaciers and
spread of disease etc. Closer to India
recent Floods in J& K, Gujarat and
Tamil Nadu , Earthquakes in Nepal
& Assam, Droughts in Maharashtra,
Odisha, Uttar Pradesh and many
other parts of the country, Increasing
number of hospitalisation and
A Compilation from Media & Press reports and UNFCCC
www.imare.in 17
be ineffective, Kyoto Protocol placed

legally binding emission reduction
targets on developed countries. Onus
was placed on the developed nations
since the protocol recognised that the
current high level of GHG emissions
in the first place is due to their past
industrial development.
Developing countries noticeably
India and China have been strongly
voicing that Polluters Must Pay and
advocated for a concept of Common
but differentiated responsibility for
implementing the Kyoto Protocol. It
implied that the developed nations
are required to offer more ambitious
CO2 reduction commitments.
The Kyoto Protocol however is clear
that IMO has a responsibility to curtail
and look at shipping emissions and
cannot ignore the alarming signals.
Industry also strongly feels that IMO
is the appropriate international body
to continue work and address the
issues related to greenhouse gas
emissions from ships engaged in
international trade.
It is noteworthy that IMO has
already committed to a benchmark
performance, wherein vessels built
after January 1st 2015 have to be
10% better, built after January 1,
2020, to be 20% better and after
January 1 2025 to be 30% better.
Ship designers and technologies will
be under immense pressure to be
innovative and raise the efficiency
bars even higher.
Need is however to focus efforts
on the fundamental issues such as
climate finance and the obligation
of the developing nations to scale up
the future commitments. Technology
transfer and obligations under such
instruments is being worked out.
As regards to ships, IMOs technical
cooperation programme and the
implementation
of
resolution
MEPC 229(65) on promotion of
technical cooperation and transfer
of technology relating to the
improvement of energy efficiency of
ships is already in place.
PARIS CONFERENCE
It was significant that the conference
which was planned years in advance
was held despite series of terrorist
attacks in central Paris just two weeks
prior to the scheduled inauguration of
the conference where many heads of
nations were expected to participate
and grace the inauguration.
The conference finalised what
is termed as Paris Agreement
on reduction of climate change.
Agreement commits to limiting the
global warming to less than 2% Celsius
compared to pre-industrial levels.
The version adopted by the Paris
Agreement also includes member
states to pursue efforts to limit the
temperature increase to 1.5 degree
centigrade which would require zero
emissions as predicted by scientists
between 2030 and 2050.
It is however to be noted that at the
Paris Conference no explicit reference
to shipping or aviation was included
in the final text.
Commendable and significant is
the commitment made by larger
developing nations such as China,
India and Brazil to reduce CO2
emissions and to contribute on a
voluntary basis to the climate finance.
Indian prime Minister who addressed
the plenary session at COP 21
conference while sharing the pain &
the agony of Paris, post cowardly acts
of terrorists expressed great hope
that due recent initiatives taken,
dependency on fossil fuels will reduce
and focus will shift to the renewable
energy. He also hoped that advance
nations will assist developing nations
and assume ambitious targets and
pursue them sincerely.
The Paris Agreement has also
included that all nation including the
large developing nations to increase
the scale of their CO2 reduction
commitments every five years and
report same to UNFCC. Developing
nations have been requested to do
this on voluntary basis.
The other important aspect of the

Paris Agreement is the confirmation
that the developed nations are
committed to raising to at least USD
100 billion per year for the UNFCC
nations. Discussions were held to
increase this further possibly from
2025 and concurrently to explore
other viable means of finance.
The agreement will be binding on
the member states only after 55
parties who produce over 55% of
the Worlds Green House Gas ratify
the agreement.
Each country
that ratifies the agreement will be
required to set a voluntary target for
emission reduction.
INDC
All member states of United Nations
were required to communicate prior
to the Paris conference the steps they
will take to address climate change in
their own countries post 2020. The
INDC is an information tool, called
Intended Nationally Determined
Contributions which were required
to be prepared and submitted by the
each member state to the UNFCCC.
The INDC shall make it possible
to track progress and analyse the
sufficiency towards achieving the
goal. Many developing countries
have strongly voiced that the target
pledged under INDC by most of the
developed countries is inadequate
and extremely low on ambition.
Much more stringent reduction
targets are expected from these
developed countries.
Based on the national circumstances,
development stage, sustainable
development
strategy
and
international responsibility the 3
leading GHG emitters have submitted
their actions as under:
USA
The United States intends to achieve
an economy-wide target of reducing
its greenhouse gas emissions by 26-28
percent below its 2005 level in 2025
and to make best efforts to reduce its
emissions by 28 percent.
www.imare.in
CHINA
To achieve the peaking of carbon
dioxide emissions around 2030
and making best efforts to
peak early;
To lower carbon dioxide emissions
per unit of GDP by 60% to 65%
from the 2005 level;
To increase the share of nonfossil fuels in primary energy
consumption to around 20%; and
To increase the forest stock
volume by around 4.5 billion cubic
meters on the 2005 level.
INDIA
To reduce the emissions intensity
of its GDP by 33 to 35 percent by
2030 from 2005 level.
To achieve about 40 percent
cumulative
electric
power
installed capacity from non-fossil
fuel based energy resources by
2030, with the help of transfer
of technology and low cost
international finance including
from Green Climate Fund (GCF).
To create an additional carbon

sink of 2.5 to 3 billion tonnes of
CO2 equivalent through additional
forest and tree cover by 2030.
It is heartening to note that Indias
proposed INDC is comprehensive
covering all elements and
reduces the emissions intensity
significantly.
The extensive discussions held at
Paris has made it amply evident that
the next IMO Marine Environment
Protection Committee meeting in
April 2016 will be very critical and
would be focussing on finalising a
CO2 data collection system (MRV)
and a debate on CO2 reduction target
for shipping. Heightened discussions
regarding CO2 reduction target for
shipping would be inevitable at MEPC.
it is already delivering carbon neutral

growth having reduced total CO2
emissions by more than 10% since
2007, well ahead of the target date
in 2020 despite an increase in the
maritime trade. It is reported that
the CO2 emissions from international
shipping now represents just 2.2%
of the worlds total CO2 emissions
compared to 2.8% in 2007 (IMO
Greenhouse Gas Study, 2015).
The Paris Climate Agreement has
been hailed as historic though many
have also commented that this has
no teeth. It is generally perceived
to be a political promise to do better
particularly after 2020, without
agreeing to any actual action plan.
Possibility of having some sort of

market base measures, whether an
emissions trading scheme or a bunker
levy is also not ruled out.
Shipping industry is however very

confident that with better ship
designs, better engines and effective
speed management, a 50% CO2
reduction by 2050 is a distinct
possibility.
It is heartening that the global

shipping industry has reported that
To save Global warming time to act

is NOW.
www.imare.in 19
Marine Spills
Awareness, Impact & Preparedness
Capt Sandeep Kalia
Preface
In todays progressive world we are faced with the dual
challenge of developing our economy and protecting the
environment. The author feels that under no condition
should economic growth & development take precedence
over protection of environment. Almost all maritime
casualties, regardless of cargo, represent a potential threat
to the environment. Renewable energy technology is
also playing a vital role in reducing the quantities of CO2
emissions released into the atmosphere and contributing
to reduction of the greenhouse effect.
The challenges faced by the maritime industry globally, with
respect to sustainment of marine environment are common
and the need of the hour is a comprehensive prevention,
response and compensation regime. Pollution defense
is at the top of the agenda. A documented methodology
for undertaking any contingency is a prerequisite for a
dynamic system.
A comprehensive response system must follow the cradle
to grave philosophy. This implies that the system should
cover all relevant aspects from the initial phase of causality
management, on scene mobilisation, spill monitoring,
response, defueling operations, salvage or wreck removal,
waste disposal, monitoring chemical and environmental
effects and cleanup post completion.
Indian Perspective
The major source of oil spills, next to oil transportation,
is the hydrocarbon exploration arena. With the increase
in exploration and production, the probability of oil
spill from Offshore platforms in West & East coast has
increased dramatically.
Constant flow of tanker traffic merging on the south west
coast and activities related to off shore oil exploration in
Mumbai High has contributed to high risk of accidents

which can result in serious damage to the environment. An
accident involving a very large crude carriers (VLCCs) could
spill up to 100,000 tons of oil on the Indian coastline.
In the wake of the recent Sundarbans Oil Spill incident,

we are yet again reminded of the fragility of similar ecosensitive areas in the waters following any causality
leading to spill & the increasing amount of uncertainty for
similar incidents.
We are riding a new wave of expansive research, innovation
and renewed dedication to advancing effectiveness in oil
spill response capabilities. Leading the wave of change
is the Indian Coast Guard through numerous measures
including: the recently released & comprehensively revised
National Oil Spill Disaster Contingency Plan 2015 (NOSDCP), which meets international standards; an online Oil
Spill Advisory system-a system that places India amongst
a select list of countries that have indigenously developed
capabilities for prediction of trajectory of oil spills; Mapping
of environmental sensitivities in coastal zones, deployment
of aerial dispersant spray System & finally facilitating the
Capt Sandeep Kalia is a Master Mariner & founder Director of the first fully established Indigenous Salvage Company.
Presently he is Director of NUSI Offshore Training Institute (NOTI) and Global Brand Ambassador & CO-Chairman of
Oil Spill India.
www.imare.in
regional oil spill contingency plans under the auspices of

the South Asia Cooperative Environment Program of the
United Nations including development of national plans for
Maldives and Sri Lanka. The Collision of MSC Chitra & M
V Khalijia III in year 2010, at entrance of Mumbai harbour
was an eye opener for all stakeholders and tested our
preparedness. It had seriously affected the port operations
for many days. This was followed by un-detected guests, M
V Wisdom & M T Pavit in year 2011, landing on our national
beach. Hence, the need for a comprehensive Emergency
Response system has been flashed in various forums by
Agencies, Authorities & the Government.
Conventions & Legislation
Today, the major focus is on Environmental and regulations
which are evolving and developing rapidly.
Ballast water treatment plants, Emission control regulations,
Pollution prevention initiatives are key areas of focus.
The Oil Pollution Preparedness, Response and Cooperation
(OPRC) Convention, 1990 established by the International
Maritime Organization (IMO) provides all states to
establish measures for dealing with pollution incidents
either nationally or in cooperation with other countries.
Consequently, the Government of India had directed Indian
Coast Guard (ICG) to prepare a National Oil Spill Disaster
Contingency Plan (NOSDCP).
As per the directives of the Ministry of Shipping (MoS) and
Department of Oil Industry Safety Directorate (Ministry of
Petroleum and Natural Gas), the Ports and the Oil Handling
agencies are to establish oil pollution contingency plan
and Tier-I pollution response capacity to address oil spills
upto 700 tons in their respective area of jurisdictions.
The protection of marine environment against oil spill
is a challenge confronting the country in the backdrop of
growing trade through sea and increase in shipping trafc.
Nairobi, May 2007. It came into force w.e.f 1st April 2015.
The Game changing aspect of the convention is that once in
force, the right of states to order the removal of wrecks will
extend from territorial waters to 200-mile EEZ. No vessel,
semi-sub, floating platform or craft over 300 GT will be
allowed into port of a Convention state unless it is carrying
a wreck removal insurance certificate. The convention
applies within territorial waters and there are provisions in
the convention to extend the application upto 200 NM EEZ.
Failure to implement will be treated as a Criminal Offense.
This will also be extended to offshore vessels servicing
offshore installations.
Indian law with respect to wreck is laid down in Part XIII of
the Merchant Shipping Act, 1958 and in the Indian Ports
Act, 1908.
With ongoing revision of MS Act combined with entry
of Nairobi convention, we should witness remarkable
improvement in handling contingencies, spills, pollution
reporting & monitoring and removal of wrecks.
Impact of Spills on Marine Environment
The Deepwater Horizon oil spill (also known as the Mocando
or the BP Oil Spill) was the largest marine oil spill in history,
and was caused by an explosion on the Deepwater Horizon
offshore oil platform about 50 miles southeast of the
Mississippi River delta on April 20, 2010. Eleven workers
were presumed killed in the initial explosion. Oil Spilled
780000 Cum, Area of Impact 180000 Km2.
So far foreign Owners or their P&I Clubs were not obliged to

remove these wreck, due to our weak legislation. M T Pavit
& M V Rak Carrier both in year 2011 are classic examples of
weak legislation systems prevalent in the country.
International Convention on Wreck Removal was adopted

by IMO member governments at a diplomatic conference in
The Sundarbans oil spill occurred on 9 December 2014 at

the Shela River in Bangladesh, a UNESCO World Heritage
site. The spill occurred when an oil-tanker named Southern
Star VII, carrying 350,000 litres of furnace oil, collided with
a cargo vessel and sank in the river. By December 17, the
oil had spread over a 350 km2 area. The oil spread to a
second river and a network of canals in Sundarbans, which
had blackened the shoreline. The spill threatened trees,
plankton, and vast populations of fishes and dolphins.
www.imare.in 21
where they operate and throughout their global business.

Implementing sustainable practices leads to good business
and is integral to helping companies retain their social
license to operate.
There is an imperative need for capacity building, training
of human resource & most importantly building awareness
amongst all stakeholders. It would be better to forearmed &
fore-warned. It is extremely crucial that mass dissemination
of the information & awareness be created.
It is of even more significance & importance in this region

of the world because of our large coast line, vast population
& their livelihood dependence on the marine ecosystem.
In a developing country with a high growth rate it is
imperative that industrial activity including that in the
shipping industry would increase exponentially in near
future, this along with the drastic effects of climate change
mandate that we promote awareness of the perils that
incidents like spill could cause on not just ecology but on
human life too.
In order to enhance preparedness at National Level, all

stakeholders need to come together and address the glaring
concerns.
Following are key challenges which needs to be addressed
at once:
Indian Legislation needs to be more stringent &
intolerant towards Pollution in any form
To prevent damage to the marine environment, when
ships run into trouble, there is a pressing need and
decisive intervention by Nodal agencies, Maritime
Administration, salvage professionals & responders.
Empower the Port officials with authority & funds in
order to make fast track decisions.
Adequate funding mechanism to cover an effective
Salvage, Clean up & Wreck Removal.
Identify infrastructure to receive damage Containers,
cargo and recovered oil from sea.
Control techniques to combat Oil pollution at sea and
on National beaches.
Little or no Disposal or re-cycling options.
Legal tangles with various authorities.
Preparedness
The sheer scale of incidents like Oil Spill are so daunting &
challenging that we need to collectively push frontiers of
cutting edge technology & innovation that would drive the
synergies in planning, prevention, response & restoration
efforts for such incidents.
Climate Change & Environmental Disaster mitigation
are attendant issues that have now become emergent with
each passing day in todays world. Sustainability challenges
figure high on agendas as companies reshape the energy
basket and we are sanguine that guidance on managing
energy security issues through sustainable work practices
and climate friendly technology will emerge.
Given the complexity and challenges that the energy
businesses face in delivering energy for sustainable
development of the world, responsible culture needs to
be incorporated at all levels, from the small communities
The Way Forward

There is a persistent threat to Indian waters particularly
on the west coast which may create man-made oil spills.
Any such incident may create a catastrophic situation.
Efforts should be focused on enhancing operational &
awareness skills of seafarers, while emphasising their role
in maintaining Clean & Green seas.
The MoS and Maritime Administration must enforce
"Polluters to Pay" regime, under the aegis of recently
enforced Nairobi Convention. Flag & Port state will have to
play a key role by use of technologies to monitor pollution
all around the coast, ports & inland waterways which
are evolving under Sagar Mala. Imperative that skill
development to use and monitor these high end machines
will require extensive training, in addition to physical
monitoring.
To address above Oil Spill India (OSI 2016) is being held
at Mumbai in August to address the impacts of spills at
National & International level.
www.imare.in
Trends In Shipping (2015)

Ashok Khanna
Shipping is a unique business and
has no commonality with other
modes of transportation. It has
its own unique risks to manage
technically, commercially, safety
wise and business is cyclic. Its a truly
global business that is often at the
mercy of economic cycles, political
upheavals, subject to currency risk
and interest rate risks that invade
the businesses from remote regions,
over which the investor (ship owner)
has little control. The industry has
other peculiar risks such as civil &
criminal oil pollution liability and
the public perception of corporate
irresponsibility. Further there are
inconsistencies among local, national
and international regulatory regimes
leading to compliance concerns for
investors and risk perception is high.
In my over 40 yearly of work
experience, I have witnessed
downturns, recessions, blowouts a
few times. The first in my experience
was the recession of 1980 81 period
which lasted till 1985 86. In the mid
1970s I was too young to understand
the sea-saw of this business. Of
course the oil shock of 1973 was an
eye opener for me when the U.S.
had imposed sanctions on the Iraqi
Oil. This had raised oil prices from
about $ 14 a barrel to $ 22 or more,
and dipped tanker freight rates, fuel
prices had climbed. This was the cold
war era and only Russia and India
were willing to pick up Iraqi oil in
defiance to US sanctions. A list of oil
tankers had piled up by idling in the
Persian Gulf, looking for business.
There were other recessions that
followed in early 1990s, then later
end of 1990s till early into this
century. But none, in my memory
were as deep / as vast as the current
crises. And the recovery, I think is
going to be slow and painful over
the next two years or more, or even
longer, after being more than 7 years
into it. The dry bulkers will bear the
brunt of economic slowdown in China
and commodity prices are today at

their all time low.
This recession since 2009 has
PRECIPITATED huge risks for all stake
holders such as the banks, lenders,
owners, charterers, investors in
ports, service providers, investors in
shipyard capacity, underwriters and
even the crew.
Owners have heavily leveraged
balance sheets and are unable to
service debt as cash is rare due
to poor freights, they have been
unable to maintain and repair ships
making conditions unsafe for crew
and the environment, underwriters
have difficulty underwriting the risk
of some ships; crew has not been
getting paid fully or timely in some
cases; banks have repossessed assets
in order to auction them; invoices of
service providers go unpaid; banks
have billions of dollars of debt under
a cloud; charterers, owners, lenders
are engulfed in litigation and lawyers
have had a feast. Several banks
engaged in shipping FINANCE have
exited the business due to large
non-performing assets (there were
some 100 banks engaged in ship
financing during the boom but only
a handful are active now); companies
have been unable to raise cash for
working capital.
Moreover balance sheets are stressed
due to fallen asset values, the burden
of loan to value ratios, and the added
burden of impairment on the
P&L account.
There are companies of standing and
well known shipping houses that
have come under extreme stress.
A number, listed in the USA, have
filed for Chapter 11 in U.S. Courts to
seek protection against banks and
creditors. Several well known names
in the industry have folded or been
acquired by PE funds or rivals.
Lets examine as to HOW and WHY did
this happen how did the industry
come to this state. Analysts have
January 2016
been writing about it. I would like to
give you my views.
We must recognize that POLITICS
is ECONOMICS and ECONOMICS
is POLITICS.
The world woke up on the 11th
September 2001 to a horrific attack
on the World Trade Center in New
York. The shock brought down
businesses, airlines were grounded,
capital markets went into a turmoil,
lending rates soared, oil and
insurance rates climbed, business
sentiments collapsed, underwriters
had huge liabilities staring at them.
There was gloom in the U.S. and the
economy tripped.
It was then that Alan Greenspan, the
head of the U.S. Federal Bank, pumped
in over a trillion Dollars into the
U.S. economy to revive sentiments,
revive lending to businesses, revive
and support insurance markets and
the Banking circles. (Remember a
trillion dollars was as much the Indian
economy then).
Federal Bank rates were brought
down from 2.5 % to 1.5% to 1% over
a period (today the Fed rate has been
0.25% till recently). This brought huge
liquidity to capital markets. Banks
had easy/ cheap money to lend and
they (over a period) began to lend
recklessly. This fueled consumption
and inflation and lending rates went
up gradually.
A lot of money also went into ship
financing on easy terms. Owners
could raise 90% debt with little risk
to build ships prior to 2008.
Enough and easy money helped global
trade of commodities, commodity
prices went up. Thermal coal used
to be $46 PMT in 2004/ 05 period,
which went up $140 PMT in 2008
and beyond, driven by demand and
liquidity. Similar has been the scene
with iron ore pricing.
This was also the time that China
was making huge investments in
infrastructure and preparing for the
Ashok Khanna is a Master Mariner and currently working as CEO, Shapoorji Pallonji Forbes Shipping Ltd., Mumbai
www.imare.in 23
2008 Olympics. They were building

airports, expanding seaports, building
stadiums, hotels, highways -----the
whole works.
Shipping markets boomed from 2005
and witnessed unprecedented rates/
revenues. A cape size bulker would
fetch about $ 150 200 K per day on
the spot market (which was $ 1800 a
day in 2012 and about $ 2500 now).
Oil tankers were not far behind as
VLCC rates shot up to similar levels. (A
VLCC on TD3, a route for transporting
300,000 tons of crude from Persian
Gulf to Japan, fetched just $ 2000
a day in 2013 but is about $ 80,000
today after falling down to $ 22000 in
2014-15).
The industry popped champagne
bottles. Chinas appetite to import
steel, coal, iron ore kept climbing.
The industry witnessed one of
best booms ever. Every segment of
shipping was thriving. Owners rushed
back to shipyards for fresh ordering
aggressively. Yards benefitted, new
building prices soared, second hand
tonnage had several buyers chasing
to purchase. Banks happily opened
their purses to support the order
book (excess liquidity). The KG
FINANCE market in Germany went
on an over-drive to invest in new
ships sometimes even without a
buyer, with the intention to sell off
the asset well before the delivery, as
prices kept going up. KG Financing
in Germany (KG is long German name,
difficult to pronounce or remember)
is like a mutual fund sold to small
investors students, housewives,
shopkeepers, lawyers, teachers for
equity in ONE ship or ships, when
Germany does not tax the returns
on shipping investment, and the
investor was assured a 9% return (in
a country where deposit rates may be
1% then and are close to zero now).
This Helps mobilize funds easily and
faster with little cost. Most KG funds
are bankrupt today.
This great enthusiasm in shipping
assets resulted in a huge over
capacity. In 2008 09 period the
Cape order book was more than 73%
of the cape fleet in water; and so was
a similar scene with other class of
ships. There were about a 100 VLCC
too many in the market in 2013 -14.
China was mushrooming with yards,

some 5000 of them, building ships.
This was also the period that in 2006
07 when the LIBOR climbed to 5.4%,
a historic high. There was a bubble
seen in every asset class and so
also financial instruments.
Over this period the supply of money
in capital markets brought inflation
and Federal rate climbed to 4.6%.The
Libor historically runs in tandem to
the Fed rate generally. The reckless
lending by banks led to the sub-prime
mortgage problem in the US. In 2007
BEARS STERN was in trouble. Fannie
Mae and Freddie Mac (2 U.S. Govt.
Banks) became insolvent and the
crisis grew. The U.S. housing market
bubble was similar to the Japanese
reality market which led to a collapse
in the mid 1990s and stagnation of
the economy for a decade. The US
bankers had not learnt from the
Japanese property bubble collapse.
Bankers would camouflage bad debt
with bonds and sell down the chain
to other banks, financial institutions
with fancy names. Everybody thought
they would make a lot of money until
they realized they were seated on a
mountain of bad debts and failed
mortgages.
Mid Sept 2008, Lehman Brothers
became insolvent. The likes of
Goldman Sachs and J.P Morgan had
to be re-capitalized by the Federal
Bank. Imagine, JP Morgan, a bank
that has a balance sheet of more
than a trillion us dollar, larger than
the Indian economy then , had to be
bailed out (temporarily though). Such
banks collectively needed huge funds
to survive. Now you can gauge the
depth & magnitude of the financial
crises that had descended on the
global financial markets over USA,
Europe, Japan..
The Wall Street was on fire!
Suddenly Banks were afraid to lend,
even to each other and liquidity dried
up. Bankers had balance sheets under
tremendous stress and business was
badly affected. Traders could not
open letters of credits, banks would
not honor L.C.s of other banks,
unless it was a AAA rated bank.
Commodity trading suffered pulling

out cargo from ships bottoms. The
industry saw freights collapse by
end 2008, early 2009. Shipping was
saddled by a massive capital market
crisis and an oversupply of tonnage by
then. By 2009, 2010 and beyond ships
kept coming to the water, though
delayed, and kept adding to the world
fleet. The industry is still trying to
come to terms with the reality.
On the other hand this had on adverse
effect on shipyards as orders dried up.
Smaller Yards went bankrupt. Chinese
yards have been consolidating and
investment in such huge capacity is
under threat, requiring restructuring
and Govt. assistance. Korean yards
like STX suffered immensely and
smaller ones became insolvent.
Daewoo is under bank protection and
supervision today.
Ship scraping has been on the
increase and owners are sending 1518 years old ships to be beached.
This cycle of boom and investment
had other effects too. Earlier in the
70s and 80s ships were built of Mild
steel with 15 25% of high tensile
steel only. During the turn of the
last century owners became greedy
and the yards / naval architects/
classification
societies
more
ambitious. They designed ships of high
tensile steel of 70% - 80% to achieve
less light weight and higher cargo
carrying capacity. High Tensile Steel
becomes brittle with age and fatigue
and can crack under very high stress.
This increases the risk of owners,
crew and under writers. The recent
MOL container ship fatality wherein
the ship, just 5 years old, broke in
two halves, loaded with containers,
in calm weather and sank ! could be
an example of such a risk, not that
THIS WAS the reason but could well
be. I do not know the reason but I
am making a wild guess, but naval
architects, the yard and owners and
the Nipon Kaigi would know but their
findings of an investigation have not
been made public. They only have
started to strengthen 4 sister ships
built with the same design. I am wary
of high quantity of HT steel in a ships
design as there are other associated
issues with it.
www.imare.in
In this period, till end 2014,the only

segment of shipping that has done
fairly well is the O & G off-shore
sector up till the oil prices stumbled
and the gas business ( LPG, Ammonia,
LNG with varying fortunes).
There had been signs of green shoots of
revival for a brief spell in 2005 early but
was unable to sustain. The BDI today is
around 374 from a high of 11000 in 2008.
Only VLCCS are making about $82,000
on the TD3 route, a recent increase since
Q3 2015 and the MR tanker market
has been lit for a while till late last year
but has fallen a bit since then. The oil
markets will bear well for a year or more
as long as oil prices remain low.
Presently the dry bulk market is
the worst hit and asset prices have
plunged. Bankers, brokers are unable
to put a value to ships and have
resorted to a long discarded method
of NPV ( net present value) of future
cash flows to evaluate for financing
assets (how does one arrive at the
true NPV, is a matter of debate in
financial engineering).
Ship building is on for very large
Mega container ships, and LNG ships
and several orders of MR tankers
appeared in 2013 and VLCC, Suez
Max have the attention of owners in
the recent past.
There have been even MRs, VLCC
and Cape orders and others as well
of EcoFriendly or Green Ships, with
improved hull and engine design that
can save up to 12 15 % of fuel at sea.
A large order book of Eco friendly
ships remains largely unfinanced.
Shipping needed alternative financing
as the banks had pulled back. With
scarce shipping finance available
owners & PE Firms have been
forming shipping private equity
ventures (SPEVs).
Hedge Funds and PE firms have been
acquiring ships to run through 3rd.
party managers & wait for asset
prices to move up.
Today lending rates in ship financing
have climbed 2.5 to 3 times since 2007
early 2008 and finding a lender is
not easy as banks have turned choosy,
although the default risk for bankers
is low due to lower asset prices which
will only go up.
Owners have been turning to order

eco-ships since pricing is low today,
although there is a huge over supply
in that class of ships. Its attractive to
build a ship that can save 15% of the
fuel bill but this will certainly add to
the crowded freight market. PE funds
like the Oaktree Capital, New York
Capital, WL Ross & Co, Blackstone
Group, Apollo Global and others which
have been supporting owners since
the past year or two. These funds will
take the exit route if recovery eludes
and does not accelerate and leave a
ruinous wake for the industry.
of a recession etc. Market revival

seems elusive.
It is rightly said that a ship owner is

his own worst enemy. When he has
money he does not invest in a casino,
a restaurant or reality industry but
heads back to a shipyard.
With falling prices commodity trading

has taken a breather, which is pulling
out cargoes from being shipped.
China is today saddled with huge debt.
The estimated debt of China, Govt.
and the provinces plus corporate
and household debt, is assumed to
be greater than the US debt! If this
estimation is correct the debt burden
will drown China. Chinese imports
are low and industrial production
suffering. The recent stock market
collapse in China is a reflection of the
economic woes of the country.
The eco-ships have created a 2-tier

market, one of green ships that
command a premium and the other
of the older hull and engine design,
especially for period business. This
will delay the market revival and
depress rates over a long haul for ships
of older design but relatively young
ships. But in a market collapsed such
as today in dry bulk this does not help
with fuel pricing being low.
On the other hand Pollution
regulations are adding costs for plying
in special areas with low sulfur fuel,
or costs to switch to LNG as fuel.
Ballast Management systems are
expected to cost between 0.5 M to 1.5
M USD per ship in the future, at a time
when the industry is going through
its worst crises. IMO could well help
by delaying the implementation of
BWMS rule beyond 2017.
Compliance of new Regulations is
going to be very expensive. The
president of the ICS has rightly said
that regulations need to be studied
and debated further before being
thrust on the industry.
All in all as I see, revival in shipping
may take up to another 3-5 year
or longer with the given state of
economic stress in the EU region,
a credit crunch and a slowdown in
China, the sunken Rouble , Greece on
the verge of EU exit, Japan struggling
with low inflation, Brazil on the verge
As the Fed has decided to raise

the interest rate the Libor will
move up gradually causing more pain
to owners.
The much awaited lifting of sanctions
on Iran has brought more volatility in
oil trading and shipping markets. Oil
politics and pricing is another story
which will effect markets adversely
in areas other than tankers. Chemical
trading is taking a step back due to
volatile prices
Oil prices may stabilize to a level of $

40-60 and maybe lower in the future
given the rise of cheap Shale gas and
oil and the competition from OPEC for
market share ( shale producers have
their woes to handle now due to lower
oil price), provided political stability
in achieved in the West Asia region
(Syria, Yemen, Libya, Iraq, Iran). The
Iran oil will flow and is eagerly awaited
which will help the tanker industry
immensely. Additionally Commodity
prices have fallen to a six year low (by
and large) across the board indicating
over capacity in mining, steel and
mainly lack of demand. Perhaps the
quantitative easing (QE) by EU, Japan
and China would help. QE by EU
region has helped banking recently.
Shipping is still on to a treacherous
path in the near -medium term. Dry
bulk markets will be in the lull for at
least 5 years, off-shore will stagnate
for a similar period, container
shipping is depressed for some years.
Tankers rule the scene for the present
and the overall outlook is bleak.
www.imare.in 25
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Fearnleys Weekly Report, April 22. 2015

Crude
After the recent collapse in VLCC
rates, the market found a level
of support and rates bottomed.
Charterers seemed to agree that rates
were low enough to engage and fresh
business kept coming into the market.
With little too few bright spots on the
horizon only a week ago or so has
changed the sentiment entirely. Rates
rebounded and earnings are again
up to about USD 60k/day. Volatility
therefore remains and owners with
renewed optimism have set their eyes
to push rates further up. The February
program in the MEG is well under way
and ahead of January. In West Africa,
the charterers are starting to look
well ahead on dates adding upward
pressure on the entire VLCC segment
in the short term. As we have
progressed into January the market
has shown a steady decline in rates for
Suezmaxes, especially for voyages ex
Wafr and Black Sea. The long tonnage
list seems to increase and charterers
have plenty of ships to choose from
when committing their cargoes. A
couple of market quotes have really
dragged the market down and settled
a new fixing level for Wafr/Ukcm
voyages at w85 level which equates
about 20 point less on 2015 rates.
We need to see more activity in other
fixing areas in order for the market to
firm up again. North Sea and Baltic
rates came under downward pressure
as the introduction of ice restrictions
in major Baltic ports didnt really have
the immediate positive effect on the
market as expected. Also, the lack
of cargo activity for cross North Sea
contributed to this weak sentiment.
However, going forward into February
2nd decade fixing window, we expect
the ice market to improve, despite
lack of support from other areas.
In the Med and Blsea we have seen
rates drop further this week. With
over 15 prompt ships at the start of
the week, it could only go one way.
Tankers Activity Level

VLCC
Suezmax
Aframax
P.E. of Suez
P.W. of Suez
Soft
Stable
Mixed
Firm
Mixed
VLCCs fixed all areas last week:

VLCCs avail. in MEG next 30 days:
DIRTY (Spot WS)
58
91
This
week
Last
Week
38
97
Low
2016
High
2016
MEG / West
VLCC
50.00
45.00
45.00
63.00
MEG / Japan
VLCC
75.00
59.00
59.00
111.5
MEG / Singapore
VLCC
76.00
59.00
59.00
113.5
WAF / USG
260,000
85.00
87.00
85.00
113.0
WAF / USAC
130,000
85.00
110.0
85.00
115.0
Sidi Kerir / W Me
135,000
100.0
135.0
100.0
135.0
N. Afr / Euromed
80,000
90.00
112.5
90.00
115.0
UK / Cont
80,000
110.0
105.0
105.0
117.5
Caribs / USG
70,000
132.5
132.5
127.5
132.5
CLEAN (Spot WS)
This
week
Last
week
Low
2016
High
2016
MEG / Japan
75,000
130.0
140.0
130.0
160.0
MEG / Japan
55,000
135.0
137.5
135.0
150.0
MEG / Japan
30,000
100.0
100.0
100.0
115.0
Singapore / Japan
30,000
135.0
135.0
135.0
147.5
Baltic T/A
60,000
155.0
140.0
140.0
155.0
UKC-Med / States
37,000
140.0
152.5
140.0
152.5
USG / UKC-Med
38,000
97.50
105.0
97.50
115.0
1 YEAR T/C (usd/day)

(theoretical)
This
week
Last
week
Low
2016
High
2016
VLCC
(modern)
52 500
52 500
52 500
55 000
Suezmax
(modern)
38 000
38 000
38 000
38 500
Aframax
(modern)
29 500
29 500
29 000
29 500
LR2
105,000
29 500
29 500
29 000
29 500
LR1
80,000
24 500
24 750
23 250
24 750
MR
47,000
18 500
18 750
18 500
18 750
Sidi Kerir/Med was done at w87.5

this week, which is the lowest rate we
have seen in over a year. Activity has
been better this week though, which
hopefully will prevent the market
from falling further. At the same time
we dont see much upward potential
for the rest of the week.
Product
EAST OF SUEZ Despite a rather busy
week for the LR2 market in the Middle
East, charterers have managed to
squeeze rates down a few points this
week. MEG/UKC is currently trading
at around USD 2.25 million and MEG/
Japan at around ws95(ws 2015)/
www.imare.in 27
ws130 (ws 2016). The LR1 market has

not seen much action this week either
and MEG/Japan at ws135 is currently
hanging by a thread as we see excess
tonnage starting to build up in the
Middle East. The MR market has not
changed much since last week and
still trading at sluggish rates. WEST
OF SUEZ After another slow week
with just a couple of fixtures reported
in the market and the number of
workable ships increasing daily,
rates are definitely coming under
the pressure as we rate UKC/Japan
at USD 3.2 million and Med/Japan at
USD 3 million. While the LR2 owners
await more cargoes in the market, the
LR1 market has been slightly more
active this week with a good mixture
of cargoes heading to West Africa
and East of Suez. After going steady
at around ws150 for UKC/USAC for a
couple of weeks, the MR market has
softened this week. Activity has not
been all that bad, but oversupply has
driven rates down some 10 points
down to ws140. The Handies trading
in the Baltic and Med have gone
sideways this week, trading at ws175
and ws180, respectively.
DRY BULK
Capesize
Idling or layup are now very real
alternatives to sailing even for owners
of modern tonnage in this segment,
and the number of units drifting or
anchored is increasing exponentially.
Dry Bulk Activity Level

Capesize
Panamax
Handysize
Slow
Weakening
Moderate
Rates
This week Last week
Low 2016 High 2016
TCT Cont/Far East (180 dwt)
9 000
9 500
9 000
12 200
Tubarao / R.dam (Iron ore)
2.00
2.50
2.00
3.70
Richards Bay/R.dam
2.00
2.45
2.00
3.20
CAPESIZE (usd/day, usd/tonne)
PANAMAX (usd/day, usd/tonne)

Transatlantic RV
2 700
2 750
2 700
4 350
TCT Cont / F. East
6 000
6 000
6 000
8 000
TCT F. East / Cont
400.0 4
00.0
400.0
480.0
TCT F. East RV
2 600
2 750
2 600
3 250
4.00
3.80
4.00
Murmansk
15/25,000 sc
b.13-ARA 3.80
HANDYSIZE (usd/day)
Atlantic RV
4 000
4 400
3 900
4 400
Pacific RV
3 500
3 900
3 500
3 900
TCT Cont / F. East
6 500
6 900
6 500
7 500
Capesize 180,000 dwt
5 300
6 500
5 300
7 000
Capesize 170,000 dwt
4 800
5 750
4 800
6 000
Panamax 75,000 dwt
4 750
5 000
4 750
5 500
Handysize 53,000 dwt
5 250
5 500
5 250
5 500
Baltic Dry Index (BDI):
358
394
n/a
n/a
1 YEAR T/C (usd/day)
Vintage ships are practically excluded

from trading, as preference is for
modern units and mere economics
simply dont allow for anything but
optimal speed/consumption and
draft/dwt ratios. With coal trading
on its knees and iron ore volumes
nowhere near absorbing available
tonnage, average daily earnings

dropped another 13% w-o-w to come
in at an all-time low of USD 2700 - for
those 180000- tonners that are still
in service. No immediate relief is in
sight, reflected by 206000 dwt/built
2012 fixing around USD 6500 for
about 12 months.
www.imare.in
is outperforming the
demand to an extent
hardly seen before.
Transatlantic
rounds
are well below 3.000
on T/C average, with
all business concluded
bss APS without BB.
Fronthaul activity is
limited, with levels
arnd 6K. ECSA grains
also moving slow with
5 + 90 done on modern
Kamsarmax. The Far East is hovering
around 3K + a small BB. Period activity
is hardly evident with a year well
under 5 K and a 12 months forward
curve levelling out at 4.500 mid week.
Panamax
Another depressing week, with a
market in steady decline all across
the board in both hemispheres.
The release of Chinese economy
growth last year at 6,9 % did not
inject any optimism in an already
battered sentiment. For spot
activity the overwhelming supply
Handy
The Supramax market has been more
active in the east this week with freight
still at unimproved levels. It is unlikely
Gas Activity Level

COASTER
15-23,000 cbm
82,000 cbm
Mixed
Moderate
Moderate
LPG Rates
* Excl. waiting time, if any
SPOT MARKET (usd/month)* This week Last week Low 2016 High 2016
VLGC / 84,000
1 690 000 1 690 000 1 380 000 1 690 000
LGC / 60,000
1 500 000 1 950 000 1 500 000 1 950 000
MGC / 38,000
1 025 000 1 050 000 1 025 000 1 075 000
HDY / 22,000
920 000
920 000
920 000
920 000
20.000 cbm / SR
0.00
0.00
0.00
0.00
ETH / 10,000
520 000
520 000
520 000
520 000
SR / 6,500
450 000
450 000
450 000
450 000
COASTER Asia
150 000
150 000
145 000
150 000
COASTER Europe
180 000
180 000
175 000
180 000
LPG/FOB prices (usd/tonne)
Propane
Butane
FOB North Sea / ANSI
274.5
297.5
Saudi Arabia / CP
345.0
390.0
MT Belvieu (US Gulf)
152.4
189.1
Sonatrach : Bethioua
287.0
335.0
ISO
195.6
LNG
SPOT MARKET (usd/day)
This week Last week Low 2015 High 2015
East of Suez 155-165'cbm
29 000
30 000
29 000
30 000
West of Suez 155-165'cbm
29 000
30 000
29 000
31 000
1 yr TC 155-165'cbm
35 000
35 000
35 000
35 000
that the market can fall beyond

present levels. Even with optimistic
expectations for grain volumes from
South America, the market is unlikely
to improve for more than a seasonal
spike. Owners are now willing to give
optional years for period deals at flat
rates, re-enforcing the negative vibes
rattling though the market. Even if
there is some contango in the futures
market, it is essentially flat.
GAS
Chartering
It has been an unevenful week in the
VLGC market, the spot rates have
been more or less unchanged and
it seems the Baltic VLGC index has
settled in the mid USD 50s for the
reference voyage Ras Tanura/Chiba.
The CFR pricing in the East has not
encouraged any spot chartering,
however, there may be a change
(price increase) on its way despite
Brent and WTI still in the USD 20s per
barrel. The owners have been looking
for opportunities to jack up the spot
rates both from the MEG and the
USG, however, the trade margins have
been too thin recently and the West
to East arbitrage has been shut. Either
lower FOB prices and/or freight rates
or stronger CFR sentiment is what it
takes to spur chartering activity from
current sluggish VLGC market, neither
of them appear to be happening any
time soon, though. The fleet balance
ahead is not too bad (from owners
point of view), and charterers may
have to pay up to secure freight for
late January or early February loading
in the East. In the West we reckon
USG chartering for February is done
already, March has been looked at,
but again the margins are too thin
to go ahead and book something
longhaul at this time. With current
price spreads the USG material can
only stay in the western local market,
i.e. not good news for shipping if it
lasts for long.
www.imare.in 29
NEWBUILDING
Few orders to report over the last week. The new Norwegian
established company Viken Crude has confirmed an order
of totally 4 tankers plus options at Korean yards. The order
consist of one Ice classed Aframax tanker and one Suezmax
tanker, both ordered at Samsung. In addition comes two

13,000 Product carriers ordered at Dae Sun. All four units
will be deployed on charter to Total. Viken Crude is a 50:50
partnership company between Fredrik Mohns Perestroika
and Steckmests Viken Shipping.
NEWBUILDING CONTRACTS
Type
No
Size
Yard
Buyer
Del
Cruise
10000 gt
Uljanik
Scenic Group
2018
PC
13000 dwt
Dae Sun
Viken Crude
2017
MT
115000 dwt
Samsung
Viken Crude
2018
MT
155000 dwt
Samsung
Viken Crude
2018
Price
Comm
Ice 1A
Newbuilding Activity level

Tankers
Dry Bulkers
Others
Moderate
Low
Low
Newbuilding Prices
Average Far Eastern Prices
PRICES
(mill usd)
This
week
Last
week
Low
2016
High
2016
VLCC 300'dwt
92.00
92.00
92.00
92.00
Suezmax 150'dwt
63.00
63.00
63.00
63.00
Aframax 110'dwt
51.00
51.00
51.00
51.00
Product 50'dwt
35.00
35.00
35.00
35.00
Capesize 180'dwt
45.00
46.00
45.00
46.00
Panamax 82'dwt
25.00
26.00
25.00
26.00
Handymax 64'dwt
24.00
24.50
24.00
24.50
LNGC 160'cbm - DFDE
193.0
193.0
193.0
193.0
LNGC 170'cbm - DFDE
203.0
203.0
203.0
203.0
Questions for
MEO Class II and I
students
The Institute of Marine Engineers (India)
promotes the growth of Marine Engineering
through various channels and avenues. It is
our constant endeavor to keep pace with the
latest developments in the Industry. The IMEI
requests members to submit list of questions
that are suitable to test the competency of
candidates appearing for their Class II and
Class I MEO examinations. The DG approved
syllabus for these exams has been uploaded
on the IMEI website (www.imare.in).
Members are requested to send their
questions to Director, Training Mr. N. Mathur
at: nmathur@imare.in
www.imare.in
DEMOLITIONS
Market brief
High
2016
Sold for demolition
This
week
Last
week
Low
2016
USD/JPY
116.7
118.1
116.7 118.6
USD/KRW
1 214
1 204
1 201 1 214
USD/NOK
8.86
8.81
8.81
8.96
EUR/USD
1.09
1.08
1.07
1.09
CONT Ever 58 912

Respect
21 136 1995 Undisclosed 283
LIBOR USD 6 mnths
0.86
0.85
0.85
0.86
NIBOR NOK 6 mnths
1.22
1.17
1.15
1.22
CONT Ever 58 912

Radiant
28.06
31.72
28.06 34.90
Rate of exchange
Interest rate
Commodity prices
Brent spot (USD)
Bunker prices
Singapore
380 CST
145.0
156.0
145.0
177.0
180 CST
148.0
160.0
148.0
200.0
Gasoil
265.0
311.0
265.0
330.0
107.0
111.0
107.0
129.0
180 CST
127.0
130.0
127.0
150.0
Diesel
245.0
271.0
245.0
296.0
Rotterdam 380 HSFO
Vessel
name
Size
MV Cape
Olive
169 963
Ldt
Built Buyer
Price
MV Fengli
9 70 044 12 227 1994 Pakistani
280
MV
Annoula K
69 406
9 535
1989 Indian
280
MV Samos 70 293
Legend
9 191
1996 Indian
277
MV Dona
Maria
8 082
1983 Indian
278
27 995
SALE AND PURCHASE TRANSACTIONS

Type
Vessel
Size
Built
Buyer
Price
MT
Famenne
298 412
2001
Agritrade
38,40
MT
Petrokrepost
105 657
1999
Bakri
15,00
MT
Alam Budi
47 065
2001
Undisclosed
13,00
MT
Richard Maersk
34 826
2001
Far Eastern
11,50
MT
Scarlet Ray
19 950
2016
Greathorse
32,80
MT
Kenza
16 456
2001
Myungsan
8,50
MT
Osman Bey
6 308
2007
Akbasoglu
6,00
MT
Serra-Mert
5 250
2010
Undisclosed
8,30
MT
Mar Isa
4 832
2003
Undisclosed
3,00
BC
Megalodon
182 000
2016
Undisclosed
35,50
BC
Jolanda
180 378
2015
Undisclosed
34,50
BC
Cape Century
172 683
2001
Karadeniz
6,30
BC
Koryu
172 549
2000
Zhogyuan Shipping
6,00
BC
Nisshin Trader
172 517
2001
Kardeniz
6,10
BC
Calm Seas
74 047
1999
Undisclosed
2,90
BC
GMT Phoenix
56 763
2012
Sinotrans
8,00
BC
Bianco Dan
55 628
2004
Far Eastern
5,30
BC
Joost Schulte
45 874
1997
Undisclosed
2,20
BC
Zini
28 412
1998
Chinese
2,80
BC
Shuei
19 968
2012
Undisclosed
9,00
BC
Asian Tide
7 448
2008
UAE based
1,30
Comm.
At auction
At Auction
www.imare.in 31
www.imare.in
Student Section
Basic Principles Of Refrigeration

Refrigeration is a process where the
temperature of a chamber or space
along with its contents is reduced
to below that of surroundings.When
any liquid evaporates, it produces a
cooling effect because it draws heat
from surrounding . For example before
refrigerators, people used earthen
pots to store water which after some
time became comparatively cold.
The reason being the water in the
pot evaporated from the pores in the
earthen pot drawing heat from the
water inside. Any volatile liquid like
ether or after shave lotion if poured
on hand gives cooling sensation
because it evaporates quickly taking
heat from the skin.
VAPOUR COMPRESSION CYCLE :In the examples given above we are
allowing the liquid to evaporate in
to the atmosphere. However if we
collect the vapours and convert it back
into liquid then the same liquid can be
cycled again and again. This is what
is done in the Vapour Compression
system of Refrigeration.The escaping
vapours are first compressed in a
compressor followed by cooling in the
condenser forming the liquid again

throttled in an expansion valve, then
circulated in an evaporator located
in the chamber to be cooled where
it draws heat from the contents of
the chamber, becomes vapour and
goes to the compressor. This cycle
continues. The liquid which is used is
called Refrigerant.
A fan circulates the air in the Cooled
chamber where the evaporator is
located. This circulating air takes
away and transfers the heat from the
contents of the chamber to liquid
inside the coil. A thermostat is fitted
in the chamber set for cut off and
cut in temperatures required. This
thermostat will activate a solenoid
valve fitted just before the throttle
valve / expansion valve for the
chamber. When the temperature
reaches cut off point ( say -12degrees
centigrade) ,the thermostat will
send the signal to solenoid valve
which will shut off and will stop
the flow of liquid to the evaporator.
This in turn will result in drop of
Suction pressure at the compressor
resulting in Compressor cutting off
at LOW SUCTION PRESSURE. When

the temperature rises to CUT IN
temperature, the thermostat will
cause the solenoid valve to open
, the liquid refrigerant will flow
into evaporator coil and vaporise.
This will result in suction pressure
at the compressor to rise and
actuate the motor starter to start
the compressor. If there are more
than one chambers,like chambers
to store vegetables, meat, fish,
each chamber will have its own
evaporator, thermostat , solenoid
valve and throttle valve. Each room
will have different cut off and cut in
temperatures. The compressor will
stop only when all the rooms have
reached cut off temperatures and it
will start when any one room reaches
cut in temperature.
Safeties:
HP cutout: Prevents condenser side of
the system from reaching undesired
pressure which could cause overload
of prime mover.
LP cutout: Prevents vacuum from
being created which will cause air/
moisture to be sucked in.
Differential lub oil pressure cut out:
Senses the fall in lub oil pressure
relative to suction or sump pressure
and prevents damage to compressor.
Purpose of oil separator:
At lower discharge temperatures,
there will be a higher oil carry over
because of dilution.
The compressor may starve because
of this. As oil builds up in the colder
part of the refrigeration circuit, like
evaporator, it will become denser,
and will not be carried by refrigerant
back to the compressor.
To avoid this scenario, an oil separator
is added after the compressor, in
order to trap the oil when it's still
warm and return it to the compressor.
www.imare.in 33
Student Section
TROUBLE SHOOTING
1. Indications of air in the system:
a. Refrigeration compressor outlet
temperature high.
b. Condenser outlet temperature
high
c. Condenser discharge pressure
high
d. Presence of small bubbles in the
sight glass
e. Jerking pointer gauge
Remedy:
Air in the system can be removed
by collecting the system gas in the
condenser, leaving the condenser
cooling water on and venting out the
air from the top of the condenser
because air will not be condensed in
the condenser but remains on top
of the condenser above the liquid
refrigerant. Connect the collecting
cylinder to the purging line of the
condenser, open the valve, and collect
air in the cylinder.
2. Indications of moisture in the
system:
a. Ice formation in expansion
valves, capillary tubes or
evaporators.
b. Corrosion of metals
c. Chemical damage to insulation
in hermetic compressors or
other system materials
Remedy:
Renew silica gel in case of minor
moisture. Collect refrigerant and
remove all air and moisture by
vacuum pump if the amount is huge.
3.
Chamber
not
maintaining
temperature:
POSSIBLE REASONS:a) Fan is not working properly
causing no or less flow of heat
from contents of the chamber
to the liquid in the evaporator
coil.
b) Evaporator coil is covered with
Ice may be due to no defrosting
done.
c) Not Enough liquid in the
Evaporator coil or in the receiver
due to low charge of refrigerant

in the system.
d) Ingress of Heat from outside
due to poor sealing of doors
e) The drain not sealed.
f) Compressors cut in /cut off
switches or high pressure cut
in/ low pressure cut off switches
not working.
g) Expansion valve / solenoid valve
choked.
h) Condenser choked or sea water
temperature / pressure high/
low
4. COMPRESSOR SHORT CYCLING:a) Defective
low
pressure
controller.
b) Low pressure control differential
(cut in cut out ) too small.
c) Equalizing line to expansion
valve clogged.
d) Blocked expansion valve and
back pressure is high.
e) Refrigerant charging too small.
f) Frosting
up
/
clogging
evaporator
1.
Procedure
for
refrigerant
charging.
Charging refrigerant:
There are refrigerant charging points
on the gas (evaporator outlet to
condenser inlet) and on liquid side
(from condenser outlet to expansion
valve). When charging from the
cylinder, therefore remember never
to charge liquid on the gas side.
Use is to be made of 3 valve block
and vacuum pump to prevent entry
of air in system and exit of CFCs into
atmosphere.
Following steps are to be taken for
charging gas into the reefer plant:
1. Connect gas bottle or charging
cylinder, vacuum pump and
charging point in the reefer system
to the valve block.
2. The discharge of the vacuum
pump is to be connected in the
empty recovery bottle
3. First open the valve between

vacuum pump and charging bottle
located in the valve block without
opening the main valve of the
charging cylinder. This will remove
all the air inside the pipe. Once
vacuum is reached, close the valve
of charge cylinder in the valve
block
4. Now open the valve of the
charging point pipe in the valve
block and run the vacuum pump
until the vacuum is reached. This
will remove the trapped air from
this pipe. Then shut the valve in
the valve block
5. Now keep the system idle for
5 minutes to check there is no
pressure drop. This will ensure
there are no leakages in the
system
6. Now open charging bottle pipe
valve and the charging point pipe
valve located in the valve block.
This will set the line for charging.
Ensure that the vacuum pump
valve is shut
7. Now open the main valves in the
charging cylinder and charging
point of the reefer system
8. Do not overfill the system. Gas
bottle is kept on weighing scale for
measuring the amount of charged
supplied to the system.
2. Purpose of backpressure valve in
refrigeration circuit.
Since the outlet of all three rooms
(veg, meat and fish) are connected
to a common return line, the
refrigerant will tend to move inside
the evaporator coil towards the low
pressure side(ie veg room). To avoid
this, back pressure valve is fitted on
the veg room line.
3. Leak Detection Method .
a) Soap Water Solution.
b) Halon Lamp.
c) Portable
Electronic
Leak
detection equipment.
d) Fixed Ultrasonic Leak detection
equipment.
e) A quicker and more sensitive
method for Freon plant is to
www.imare.in
Student Section
use a leak detection lamp. The
flame is normally a pale blue
or colorless and impinges on a
copper plate. Traces of Freon
picked up by exploring tube
gives the flame a pale green
changing to violet for higher
concentration.
4. REFRIGERANT
AND
ITS
DESIRABLE PROPERTIES : A refrigerant is a substance
that acts as a cooling agent by
absorbing and giving off heat.
In the Vapour compression cycle,
the refrigerant is a working fluid
that alternately vaporises and
condenses as it absorbs and
rejects heat respectively.
To be suitable for use as a
refrigerant, it needs to possess
following
thermodynamic,
chemical,
physical
and
environmental properties.
1. Low
Condensing
pressure
(Pressure to which compressor
has to compress the gas should
be low to avoid heavy compressor
and equipment )
2. Low Boiling point. ( Liquid at
Evaporator coil should vaporise
easily to avoid high vacuum at
compressor)
3. Low specific heat of liquid . (
to avoid vaporisation during
throttling )
4. High latent heat of Vaporisation.
(Should take away large amount
of heat to reduce mass flow of
refrigerant )
5. Critical temperature should be
high so that Sea water at its
temperature should be able to
condense the compressed gas.
6. Low specific Volume. ( Vapour
should occupy minimum volume )
7. Non Corrosive, non toxic, non
poisonous.
8. Non flammable, non explosive,
and chemically stable.
9. Environmental friendly.
10. Leakages should be easy to detect
and locate.
5. ENVIRONMENTAL ISSUE
Ozone depletion in upper
stratosphere is one of the
major problems facing the
environmental scientists.
Emissions from refrigeration and
air conditioning plants that use
chlorine based refrigerants i.e.
chlorofluorocarbons (CFC) and
Hydro chlorofluorocarbons (HCFC)
are some of the main causes of
ozone depletion.
Refrigerants classed in HFC group
such as Refrigerant 134a is being
used .
All HFCs have Zero Ozone
depletion potential (ODP)
Ozone is a gas composed of 3
atoms of oxygen. It is harmful
to breathe. Ozone in the
stratosphere absorbs ultraviolet
radiation called UVB that is
harmful to living organism. Ozone
layer prevents most UVB from the
sun to reach the earth.
CHLOROFLUOROCARBON (CFC)
CFC is a compound consisting of
Chlorine, Fluorine, Carbon.
They are broken down by strong
ultraviolet light in the stratosphere
and release chlorine atoms which
deplete the ozone layer. They have
high Ozone depleting Potential (ODP)
HYDROCHLOROFLOUROCARBON
(HCFC)
HCFC is a compound consisting of
Hydrogen, Chlorine, Fluorine, and
carbon.
It contains Chlorine which depletes
ozone in Stratosphere, though to a
lesser extent than CFC. They have low
ODP.
HYDROFLOUROCARBON (HFC)
HFC is a compound consisting of
Hydrogen, Flourine and Carbon.
It does not contain Chlorine or
bromine, hence it does not deplete
Ozone layer.
Refrigerant 134a is classed in HFC and
has ZERO ODP.
THROTTLING DEVICE (EXPANSION

VALVE )
Throttling devices are basically flow
control devices having two primary
functions.
1. To meter the liquid refrigerant
from liquid line into evaporator at a
rate suitable to maintain the designed
operating pressure at different
load conditions. 2. To maintain the
difference of pressure between
high and low pressure sides of the
refrigeration circuit.
Throttling is done to reduce the boiling
point of the liquid from condenser.
This is achieved by reducing the
pressure of the refrigerant as it is
passed through the small orifice of the
throttling device. With the reduction
of pressure, the corresponding boiling
point is also reduced.
Expansion valve is a kind of throttling
device.
WORKING
PRINCIPLE
AND
OPERATION OF EXPANSION VALVE
Expansion valves are fitted to ensure
that the correct volume of liquid
refrigerant flows from the high
pressure side of the system to the low
pressure evaporator side.
In passing through the valve there
is a sudden drop in pressure and
temperature and a portion of
liquid refrigerant flashes into gas.
Expansion valve has small orifices
in order to effect the desired
pressure reduction.
As the expansion valve is the point
in the refrigerant circuit at which
the temperature falls, and if the
plant is operating at temperature
below zero degrees, then any
moisture in the circuit will freeze
and choke the expansion valve.
It is designed to maintain a
constant amount of superheated
temperature at the outlet of
evaporator.
The superheat setting is done
through the adjusting screw. A
typical superheat value is 6.6
degrees C.
www.imare.in 35
Student Section
superheated before it reaches the
evaporator.
As a result
* The heat of compression is slightly
more.
* For the same condensing pressure,
the discharge temperature is
higher.
* Greater quantity of heat has to be
rejected in the condenser.
* Mass flow of refrigerant per
second is reduced.
VAPOUR COMPRESSION CYCLE ON
ENTHALPY DIAGRAM
1 2: Evaporator : Extraction of
Heat causes liquid to Vapour
transformation in Evaporator at
13 degrees C . 2 3 : Compressor
: Work done in Compressor.
3 4 : Condenser : Vapour to Liquid
transformation in Condenser at
42 degrees C by energy thrown at
sea.
4 1 : Expansion Valve : Throttling at
Expansion Valve.
Load changes will result in changes
in superheat of the evaporator
outlet gas. The remote bulb
sensor line pressure would then
be affected thereby causing the
valve to react to the load change.
If the evaporator is operating with
no superheat, the pressure above
and below the diaphragm is equal.
If the superheat starts to rise, the
needle valve opens up slightly to

admit more liquid and reduce the
superheat and vice versa.
Effect of Superheating the Suction
vapour
In the refrigeration cycle, after the
liquid refrigerant has completely
vaporised in the evaporator, the
cold saturated vapour continues to
absorb heat and thereby becomes
PROPERTIES OF LUBRICANT USED IN

REFRIGERATION SYSTEM
Low pour point usually 42
degree C.
High flash point usually 235
degree C.
Density 900 kg/m3.
Viscosity should not be affected
too much at low temperatures.
Free IMarEST Student Membership

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Details and sign up form can be found here www.imarest.org/students
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www.imare.in
Marine News
The Ballast Water Management (BWM) convention has

not met its final entry-into-force requirement yet, the
International Maritime Organization said.
Together with partner IHS Maritime
& Trade, IMO has been engaged in a
process to verify tonnage figures to
ascertain whether or not the BWM
conventions requirement has been
met, and, although the process
will continue for up to three more
weeks, IMO said that it is in a position
to confirm that the November
ratifications did not trigger the
conventions entry into force.
IMO said that, following the spate of
ratifications in November 2015, fortyseven countries have now ratified the
convention, substantially more than
the 30 required, but their combined
fleets comprise, at most, 34.56 per
cent of global tonnage, with 35 per
cent required for entry into force.
The recent ratifications have brought
the BWM convention so very close
to entry into force, IMO SecretaryGeneral Mr Kitack Lim said.

While we cannot predict exactly
when that will happen, I would urge
countries that have not done so to
ratify the BWM convention as soon
as possible so that we can establish a
certain date for entry into force, and
also so that it is widely accepted when
it does.
In particular, those countries with
large merchant fleets that have not
done so, are requested to accelerate
their processes to ratify the
convention.
Ship owners have been encouraged
to install the necessary equipment
and establish operational procedures
in accordance with IMO regulations
and standards, so that the BWM
convention can be implemented
rapidly and effectively upon entry
into force.
Amendments to the convention, to

be implemented after it enters into
force, will be considered at the next
meeting of the Marine Environment
Protection Committee, in April, 2016.
It is also being reported that the
flag administrators of Panama has
recommended that the country is
now ready and processing to ratify
the BWMC. Accordingly papers have
been submitted to the parliament of
Panama. Panama is the largest ship
register of the world and if parliament
agrees, Panamas 20 per cent share
of the world fleet will undoubtedly
bring the convention into force. The
countrys ambassador to IMO, Mr
Arsenio Dominguez, also the current
Chairman of the all-important Marine
Environment Protection Committee
at IMO appeared confident that
ratification is now imminent and
hoped that all documents will be in
place by March 2016.
IMO Award for Exceptional Bravery at Sea

2015 Award for Exceptional Bravery at Sea
The 2015 Award has been
presented to Aviation Survival
Technician Christopher Leon
(United States), for risking his
life to save four men from a
sinking ocean-going rowing boat
in a dramatic rescue in the dead
of night in heavy seas in the
Pacific Ocean.
The Award was established by
IMO to provide international
recognition for those who, at
the risk of losing their own life,
perform acts of exceptional
bravery, displaying outstanding
courage in attempting to save
life at sea or in attempting to
prevent or mitigate damage
to the marine environment.
Nominations are scrutinized by

an Assessment Panel made up of
members of non-governmental
organizations in consultative status
with IMO, under the Chairmanship of
the Secretary-General.
There are three categories of
honour: first, the Award itself,
for the nominee judged to have
performed the most outstanding
act of bravery from among those
described. Secondly, certificates
of commendation are awarded to
nominees who have committed acts
of extraordinary bravery. And, thirdly,
letters of commendation are sent to
those nominees who are judged to
deserve some special recognition for
meritorious actions.
www.imare.in 37
www.imare.in
Marine News
India re-elected as Member of International

Maritime Council for coming two years (2016-17)
India has been re-elected unopposed
to the Council of the International
Maritime Organization [IMO] under
Category B at the 29th session
of the Assembly of the IMO held
in London on 27 November, 2015.
The Session was attended by a high
level Indian delegation led by Shri
Rajive Kumar, Secretary (Shipping),
Dr. Alok Srivastava, Additional
Secretary (Shipping), Shri Deepak
Shetty, Director General of Shipping
and Mr. Anil Devli, CEO of the Indian
National Shipowners Association and
representative of the Indian Register
of Shipping.
India has been one of the earliest
members of the IMO, having ratified
its Convention and joined it as a

member-state in the year 1959. India
has had the privilege of being elected
to and serving the Council of the IMO,
ever since it started functioning, and
till date, except for two years for the
period 1983-1984.
The countrys overseas seaborne EXIM
trade is about 600 million tonnes per
annum amounting to US$ 900 billion
in value terms. This is expected to
become more than double by 2020.
India ranks amongst the top twenty
ship owning countries of the world
with a steadily growing fleet. All these
facts support Indias status as one of
the countries with the largest interest
in international seaborne trade.
Also, recently, Indias efforts to

restore of the said HRA (High Risk
Area) geographical coordinate from
its existing position of 78 degrees
East longitude to 65 degrees East
longitude has been paid off. After
years of pursuance, the International
bodies (International Chamber of
Shipping and others) have now
agreed to push back the HRA. This
shift has come into effect from
December 1, 2015. This will result in
huge savings for Indias EXIM trade
and consumers on account of reduced
insurance premium and consequently
freight costs. It will improve safety
of fishermen and fishing boats, and
will also improve the security along
Indias coastline.
IRClass develops Rules for Indian Coast Guard

Ships
The Rules and Regulations for Construction and
Classification of Indian Coast Guard Ships, developed by
the Indian Register of Shipping (IRS) were formally released
by the Director General Indian Coast Guard, Vice Admiral
HCS Bisht AVSM on 28th December 2015 at a ceremony
held at the Indian Coast Guard Headquarters, New Delhi.
Additional DG, Rajender Singh PTM TM, all Deputy Director
Generals, all Principal Directors and other senior officers of
the Coast Guard Headquarters were present at the release.
Mr. Arun Sharma, Chairman and Managing Director of
IRClass, thanked the Coast Guard for their active involvement
during the formulation of the Rules. He mentioned that the
new Rules are largely derived from the IRS Rules for High
Speed Craft and Light Craft which are more appropriate
for application to patrol vessels. In addition, applicable
features of the Rules for non-combatant Naval Ships have
also been retained. Comments from shipyards have also
been incorporated, prior to approval by the IRS Technical
Committee. Thus, while the Rules have been made simpler
and user friendly, they continue to retain the important
special requirements as relevant to Coast Guard ships.
He added that the release of the Rules is very significant for
the national mission of developing indigenous capability in
shipbuilding for the Coast Guard.
The Director General Indian Coast Guard congratulated IRS

on the development of the rules and said "with emphasis
on Make in India by the government, these rules will
help in supporting indigenous ship building in India, with
prominence on excellence in design and quality construction
of ICG ships".
www.imare.in 39
Marine News
New shipping recycling

policy aims to revive
Alang
The state government of Gujarat announced 18th January
a revised ship recycling policy in a bid to salvage the
dwindling ship breaking business in Alang. The government
has "rationalized" most of the charges payable by the plot
holders but allowed them flexibility to resize, realign and
readjust the plot sizes as per requirement and size of the
vessels that come for breaking.
Earlier, the ship breakers did not have the permission to
dismantle vessels in plots of particular sizes. As per the
new policy, the permission for the plot will be given for a
long-term lease of 10 years instead of five years as in the
past. "Extending the plot utilization period from five years
to 10 years is a welcome step. This will also enable the ship
breakers to get letters of credit from the banks much more
easily," a ship breaker in Alang told TOI. The ship breaking
policy was last revised in 2004.
However, the light displacement tonnage (LDT) charges
have been hiked from Rs 100 per LDT to Rs 135, plot
development charges from Rs 200 per sq m to Rs 270 per sq
m and rent charges from Rs 60 per sq m to Rs 80.
"The industry is in a bad shape because of the dumping
of low-cost steel by China. We are expecting the revival of
the ship breaking in the coming year though this policy,"
said Patel.
Container Weight
Verification to be
enforced from 1st July
2016
The Container Weight Verification requirement adopted by
IMO (MSC 94) vide amendments to the SOLAS Convention,
Chapter VI Regulation 2 (Cargo information regarding a
mandatory container gross weight verification, together
with associated guidelines published as MSC.1/Circ. 1475)
will come into force from 1st July 2016. This means all
packed containers will be required to have a verified gross
weight declared by shippers after this date.
The mis-declaration of container weights has been an
issue that has concerned many in the shipping industry
for some time. The SOLAS amendment will require all
containers to be either be directly weighted to confirm the
shippers declared weigh or to use a method of calculated
verification whereby the shippers can weigh all packages
and cargo items including pallets, dunnage and the tare
(unladen weight) of the container to confirm the weight.
This compromise solution will disappoint many that wanted
all containers to be actually weighed but some argued that
it would not be possible in some countries to weigh each
container. Shippers, freight forwarders, vessel operators,
and terminal operators will all need to establish policies
and procedures to ensure the implementation of this
regulatory change.
Shri Nitin Gadkari inaugurates the first River

Information System of India
Union Minister of Shipping, Road Transport and Highways
Shri Nitin Gadkari inaugurated the River Information System
(RIS) System at a function in New Delhi today. The first of its
kind in India, the new system will facilitate safe and accurate
navigation on National Waterway 1 on the Ganges River.
RIS is being implemented under the overall responsibility
of Inland Waterway Authority of India, a statutory body
administered by the Ministry of Shipping.
Speaking on the occasion Shri Gadkari said that the PhaseII of the System from Farakka to Patna and Phase-III from
Patna to Varanasi will also be implemented on priority.
River Information Services (RIS) are combination of modern
tracking equipment related hardware and software
designed to optimize traffic and transport processes in

inland navigation. The system enhances swift electronic data
transfer between mobile vessels and shore (Base stations)
through advance and real-time exchange of information.
The vessels can be guided from the control station via
VHF and operator can provide the necessary instruction
to the vessel.
Trained operators would monitor the activities round the
clock and provide the necessary instructions and guidance
to the vessel for safe navigation.
The RIS system is subsequently being extended upto
Varanasi in two more phases at an estimated cost of Rs. 30
crore approximately.
www.imare.in
Annual Technical Paper Meet Of Kolkata

Branch, 2016
Kolkata Branch of Institute of Marine
Engineers (I) organized their 45th
Annual Technical Paper Meet on 9th
Jan 2016The Theme was Maritime
Training Relevance and Challenges.
Mr. S.I. Nathan, Chairman, Coimbatore
Marine College was the Chief Guest
and Mr. A. Pharikal, India Steamship Co.
was the Guest of Honor. Dr.Piyush Raj,
Head of DNV- GL Maritime Advisory
in Indian Subcontinent, Capt.Arnab
Sen of Sensea Maritime Academy and
Mr.S.K.Sarkar Ex. Faculty IMU, were
the speakers.
The Chief Guest in his keynote address,
elaborated on the background of
Maritime History and Maritime Training
in India and explained the importance
of the Comprehensive Inspection
Program recently introduced in
education and training.
The Guest Of Honour, in his speech
mentioned about two major problems
in maritime training namely the Global
market Supply and Demand and the

Difficulties in implementing S.T.C.W
requirements. He also explained
the differences between education
and training.
Dr. Piyush Raj, focused on Big Data,
which is the broad form of Data Sets
obtained on board and ashore, and
how it can help maritime industry
as well as maritime education and
training to remain competitive in global
market scenario.
Capt. Arnab Sen, subdivided the
maritime training in to four categories,
Pre Sea Training, On Board

Training, Post Sea Training and
Continuous Learning while
out at sea. He explained that
professional training is the
transfer of knowledge and skill
and it is to be updated with the
latest regulations, advancement
in technologies and according to
the needs of the ship and trade.
Mr. S.K. Sarkar, addressed in his paper
on Maritime HRD A Review Of
Status, the areas of activities which
need to be considered for overall
maritime HRD namely International
Shipping as a whole, Coastal and
Inland Water Transport, Ship Building
and Repair, Development of Ports and
Harbours, Waterways and Estuaries,
Off shore Technology and Ocean
Engineering including Subsea Mining,
Fishing Technology including Fresh
Water, Coastal and Deep sea, Marine
Biology / Science.
News From Goa Branch

20th January 2016
marine engineer,
a
project
manager
and
author of the
book Necessary
Bridges spoke
on
Public
Speaking
and
Story Telling for
Project Managers
and Engineers.
The monthly technical presentation

of the Goa Branch was held on 20th of
January 2016. Shri Rashid Kapadia, a
Shri
Rashid
Kapadia and is
based in the USA.
All of us need to
be persuaded to
become better
communicators
and leaders by making a 100%
commitment to acquiring expertise
in public speaking and storytelling.
He said we acquire tools, guidelines

and resources to become confident,
motivated and inspirational speaker.
He spoke about his book Necessary
Bridges which advocates boldness
when participating in public speaking
and highlights the need to have
excellent life habits. It studies ways
to acquire expertise and offers a
practical approach to get there. He
said public speaking and storytelling
expertise increased communication
and leadership prowess; enhanced
Emotional Intelligence and enriched
human
connections.
Master
mariners, chief engineers, members
and the diploma cadets of Institute
of Maritime Studies attended
the meeting.
www.imare.in 41
Republic Day at IMEI House
Republic Day was celebrated with great enthusiasm at IMEI House, the Head
office of the Institute, with the hoisting of the National Flag by Navi Mumbai
Chapter Chairman Mr. Pravin Kirolikar. The members, Faculty, Students, office Staff
and family members who were also present at the flag hoisting, sang the
National Anthem.
On the occasion the Navi Mumbai Chapter Chairman, Director Training
Mr. Narendra Mathur and some other senior members also interacted with the
students of the Training Centre.
Delhi Branch News

The Delhi Branch of Institute of
Marine Engineers (India) celebrated
its Annual Function on 10th January
2016 at Hotel Ashok, New Delhi.
The function was well attended by
members and over 300 dignitaries
from the Shipping industry, Indian
Navy & Coast Guard, and MMD, Delhi.
The President Mr. Dilip Mehrotra
inaugurated the Delhi Branch
Facilitation Centre in presence of Hon.
General Secretary, Mr. Uday Purohit
and other EC Members on 11th Jan.
Institute Ties
And T-Shirts For
Sale
Dear Member,
Newly made institute ties and
tshirts are available for sale at
the following attractive prices:
Ties @ Rs. 200/- Each
T-shirts @ Rs. 300/- Each
Courier charges if applicable,
shall be extra on actuals.
Annual Meet 2016

NOTICE Mumbai Branch
The Mumbai Branch of the Institute of Marine Engineers (India), along with the Navi Mumbai
and Gujarat Chapters, will be hosting its Annual Meet on Saturday 05th March 2016, at the
Mumbai Cricket Association premises, Bandra-Kurla Complex, from 1930 hrs onwards.
Kindly confirm your participation in advance at Branch Office.
Mr. S. Vaidya,
Phone: 022-22834035, 22851195

Mobile 9699143941,
Email: mumbai@imare.in
www.imare.in
At Head Office Nerul Navi Mumbai,

Kolkata, Chennai And Kochi
Issue of Watch Keeping Certificate (WKC)
and Tanker Endorsement (TE)
The Institute of Marine Engineers (India) has been authorized by the Directorate General of Shipping
to issue Watch Keeping Certificates (WKC) to Engine Room Ratings and Tanker Endorsement (TE) to
Engine Room Ratings, Engine Room Petty Officers, Engineer Officer Trainees, vide addendum to NT/
ENGG Circular No. 12 of 2012 dated 16. 04. 2013.
IMEI Facilitation Centers addresses and contact nos :

1. Head office, Nerul Navi Mumbai
IMEI House, Plot no. 94, Sector 19, Nerul East, Navi Mumbai 400 706 Tel No. 022-27701663 fc@imare.in
Timing: On working days ( Monday / Wednesday and Thursday - 1000 Hrs to 1300 Hrs
Fees:
a) In case of applicant of watch Keeping Certificates -WKC 1) One DD for Rs. 3750/- favoring Principal Officer MMD, Mumbai

And
2) One DD for Rs. 2576/- (inclusive of Service Tax Rs. 315/- & SBC Rs. 11/-) , favouring The Institute of Marine

Engineers (India)
b) In case of applicant of Tankers Endorsement - TE- ( for each Endorsement)
1) One DD for Rs. 3000/- favoring Principal Officer MMD, Mumbai

And
2) One DD for Rs. 1546/- (inclusive of Service Tax Rs. 189/- & SBC Rs. 7/-), favouring The Institute of Marine

Engineers (India)
c) In case of applicant of Able Seafarers Engine Certificate Cop
1) One DD for Rs. 3250/- favouring Principal Officer MMD Mumbai
2) One DD for Rs. 2576/- ( Inclusive of Service tax Rs. 315/- & SBC Rs. 11/-) , favouring The Institute of Marine

Engineers ( India)
2. The Institute of Marine Engineers (India), Kolkata Branch

Flat No. A-1/2, Siddhartha Apartments, 31/3 Sahapur Colony, Block J, New Alipore, Kolkata - 700 053
Tel No.: 033 24987805
FC Coordinator Mobile : +91 9831669152 e-mail: fcimeikol@yahoo.com
Timing: For collection of application form 1000 hrs to 1300 hrs on week days Monday to Friday
Fees:
a) In case of applicant of watch Keeping Certificates -WKC
1. One DD for Rs. 3750/- favoring The Pay & Accounts Officer (Shipping). Kolkata

And
2) One DD for Rs. 2576/- (inclusive of Service Tax Rs. 315/- & SBC Rs. 11/-) , favouring The Institute of Marine

Engineers (India)
1) One DD for Rs. 3000/- favoring The Pay & Accounts Officer (Shipping). Kolkata

And
2) One DD for Rs. 1546/- (inclusive of Service Tax Rs. 189/- & SBC Rs. 7/-), favouring The Institute of Marine

Engineers (India)
1) One DD for Rs. 3250/- favouring The Pay & Accounts Officer ( Shipping) , Kolkata
2) One DD for Rs. 2576/- ( Inclusive of Service tax Rs. 315/- & SBC Rs. 11/-) , favouring The Institute of Marine Engineers

(India)
www.imare.in 43
3. The Institute of Marine Engineers (India), Chennai Branch

Unit-II, 3rd Floor, Raja Annamalai Building, 72 Rukmani Lakshmipathy Salai, Egmore, Chennai 600 008.
Tel No : 044 2037 4846 / 2851 2733 e-mail; fc_chennai@imare.in
Timing:
Issue of Application forms and Documentation will be on week days Monday to Friday - 1000 Hrs to 1700 (except submission
time and isssue of Certificate time)
Personally report along with duly completed application forms for submission with original Documents on Tuesdays and
Fridays From : 1000 hrs till 1300 hrs.
Issue of Certificates will be on Wednesdays and Fridays from 1430 hrs to 1630 hrs.
Fees:
a) In case of applicant of watch Keeping Certificates -WKC 1) One DD for Rs. 3750/- favoring Principal Officer MMD, Chennai

And
2) One DD for Rs. 2576/- (inclusive of Service Tax Rs. 315/- & SBC Rs. 11/-) , favouring IMEI Facilitation Centre,

Chennai
1) One DD for Rs. 3000/- favoring Principal Officer MMD, Chennai

And
2) One DD for Rs. 1546/- (inclusive of Service Tax Rs. 189/- & SBC Rs. 7/-) , favouring IMEI Facilitation Centre,

Chennai

1)
2)

One DD for Rs. 3250/- favouring Principal Officer MMD Chennai

One DD for Rs. 2576/- ( Inclusive of Service tax Rs. 315/- & SBC Rs. 11/-) , favouring The Institute of Marine Engineers
(India)
4. Institute of Marine Engineers (India) Kochi Branch

IMEI House, 29/427, South Janatha Road (near Manamel Temple), Vyttila, Kochi-682019
Tel:- 0484 23024914 / 2306626
E-mail: fc_kochi@imare.in ;fcimeikochi@gmail.com ;imeikochi@gmail.com; kochi@imare.in
WORKING HOURS: 1330 HOURS TO 1800 HOURS ON ALL WORKING DAYS FROM MONDAY TO FRIDAY
FEES APPLICABLE:
WATCH KEEPING CERTIFICATE:
MMD Fees: Rs 3750/- + Rs. 60/- bank charges. Total: - Rs. 3810/FC IME(I) Service charges:- Rs. 2576/- (inclusive of Service Tax Rs. 315/- & SBC Rs. 11/-)
TANKER ENDORSEMENTS:
MMD FEES: - Rs. 3000/- +Rs. 60/- bank charges. Total: - Rs. 3060/FC IME(I) Service Charges:- Rs. 1546/- (inclusive of Service Tax Rs. 189/- & SBC Rs. 7/-)
In case of applicant of Able Seafarers Engine Certificate Cop
MMD Fees :- Rs. 3250/- + Rs. 60/- Bank Charges , Total Rs. 3310/FC IME( I) Service Charges:- Rs. 2576/- ( Inclusive of Service tax Rs. 315/- & SBC Rs. 11/-)
MMD fees are to be remitted to Syndicate Bank, Wellington Island Branch close to MMD Kochi, using the MMD chalan form
which will be given along with the application form.
FC IME(I) Service Charges are to be directly remitted to The Institute of Marine Engineers (India), Kochi Branch SB Account
No: 10471435894 with the State Bank of India, Vyttila (code 08694) branch, 29/1288, B-Cummins Building, Vyttila Junction,
NH 47, Kochi-682019, IFS Code: SBIN0008694. This bank is close to FC IME(I) Kochi ).
The remittance can be done either by net transfer or by using the pay-in-slips which can be collected along with the application
form. DD in favour of The Institute of Marine Engineers (India), Kochi Branch payable at Kochi will also be acceptable.
www.imare.in
5. Facilitation Centre Delhi

This is to inform you that The Institute of Marine Engineers (India), Delhi Branch is starting the Facilitation Centre with effect
from 11th January 2016 .
The Institute of Marine Engineers (India)
519, 5th Floor, Ansal Chamber II, Bhikaji Cama Place, New Delhi - 110066
Phone: +91-11-40545397, Fax: 011-26162857, Email Id:imeidelhi@gmail.com
Website : www.imare.in
Timing :
1. Issue of Application Forms and Documentation will be on week days Monday to Friday 11AM to 1700 (except
submission time and issue of Certificate time).
2. Personally report alongwith duly completed application forms for submission with Original Documents on Tuesdays
and Thursday from :1100 hrs till 1400 hrs.
3. Issue of Certificates will be on Wednesdays and Fridays from 1430hrs to 1630 hrs.
Fees :
a) In case of applicant of watch Keeping Certificates -WKC
1) MMD Fees : Rs. 3750/
And
2) One DD for Rs. 2576/- (service tax inclusive) favouring The Institute of Marine Engineers India
1) MMD Fees:- Rs. 3000/
And
2) One DD for Rs. 1546/- (service tax inclusive), favouring The Institute of Marine Engineers India
Notes:
1. Tanker Endorsements will be issued after a minimum of TWO clear working days subject to verification of documents & realization of
payments. The certificates are to be collected in person by the candidates after confirming with FC by telephone and on presentation
of original receipt issued on submission of application.
2. Watch Keeping Certificates will be issued after a maximum of SEVEN working days subject to verification of documents and realization
of payments. Delayed verification response from companies and institutes issuing the certificates, may delay the issue of Watch
Keeping Certificates. The certificates will be sent by speed post to the candidates.
3. Requests for earlier issue of certificates will not be entertained under any circumstances.
4. Fees once remitted will not be refundable under any circumstances.
The Institute Of Marine Engineers (India)

IMEI HOUSE, Plot No. 94, Sector 19, Nerul, Navi Mumbai. Tel: 2770 1664, 2770 6749 Telefax: 27711663 (Direct),
email: training@imare.in Website: www.imare.in
REGIStRAtION OPEN FOR Following DGS APPROVED COURSES

Refresher & Up gradation Course for Engineer Officers commencing on 8th March 2016/11th April 2016/9th May2016/13th
June 2016/11th July 2016
MEO CL. II (FG) 4 months Prep. Course commencing on 1st March 2016/1st April 2016/1st May 2016/ 1st June 2016/1st July 2016
MEO CL. III(NCV_CEO) & (NCV_SEO) preparatory course commencing on 1st March 2016/1st April 2016/1st May 2016
MEO CL. IV (NCV) 4 months Course Commencing on 1st Feb. 2016/1st March 2016
Security Training for Seafarers with Designated Security Duties On request
Ship Security Officer Course On request
MEO Cl. IV(FG) non mandatory course (2months duration) On request
2 weeks Induction course for Naval candidates On request
Note: Payment can be done through the ICICI Bank (IFSC Code:- ICIC0000151) on A/C No.015101031872 in the name of Institute of
Marine Engineers (India) only after confirming the availability of seats. Please make the payment from saving bank account only not
from NRI/NRE account
For enquiries contact on 022-27711663 between 1400 1700hrs.
Features: Experienced Faculty, Air Conditioned Class Rooms, Well-Stocked Library, Individual Attention; special tutorials

for orals.
www.imare.in 45
www.imare.in
Publications of the Institute

Marine Machineries
Second Edition
By T.B. Srinivasan
Second Edition- Price ` 450
Price for Members ` 400
Price for Students ` 350
MER(I) Archive
Now on CDs
Inaugural Issue September 1980

` 300
1982-2006 ` 250 per year.
Cost of the full set for 26 years
CDs ` 5000/(Price inclusive of postage within
India)
Auditing the ISM A

Guide for ISM Auditors
By Ajoy Chatterjee
Hard bound Second Edition
Price ` 600 (Members ` 550)
Safety of Ships and Marine

Environment Protection
By A.S. Tambwekar
Third Edition Price ` 300
(Discount for Members 10%)
Energy
Efficiency
Ships
and
By Indra Nath Bose

Price ` 800
Price for Member ` 700
Strength of Ships and

Ocean Structures
Price ` 425
The Process of Shipbuilding

By Rajesh Singh
Price ` 900
Introduction to Practical
Marine Engineering
(Two volumes Indian Edition)

List Price (per set) ` 700
Bulk Orders 25 or more sets ` 500
Corporate Transformation
Without Tears
By Dr. L.R. Chary
List Price ` 150
Naval Architecture and

Ship Construction
By A.S. Tambwekar
List Price ` 400
Price for Members Rs. 350
For placing orders contact: IMEI House, Plot No. 94, Sector 19, Nerul, Navi Mumbai.
Phone: +91 22 27701664, +91 22 27701664 Email: administration@imare.in
* All Postage charges extra
Contact Details Of Branches & Chapters

CHENNAI
Tel.: 044-28512733
E-mail: imeichennai@gmail.com
KOLKATA
Tel.: 91-33-24987805
E-mail:imeikol@yahoo.co.in
DELHI
Tel.: +91-11-40545397 / 41660109 / 41660110
Fax: +91-11-26162857 E-mail: imeidelhi@gmail.com
MUMBAI
Tel.: 022 - 2285 1195 Fax : 2285 1195
E-mail : mumbai@imare.in
GOA
Tel.: 0832-2538500
E-mail: imaregoa@gmail.com
NAVI MUMBAI
Tel.: 022 - 022-27701664/022-27706749
E-mail : navimumbaichapter@imare.in
GUJARAT
Tel: 02836-232123 Fax: 02836-231812
E-mail: gujaratchapter@imare.in
NERUL TRAINING CENTRE

Tel. 022-27711663 / 27701664 / 27706749
E-mail : training@imare.in
HYDERABAD
Tel.: 040-2307717, 2337 2118
E-mail : hyderabadchapter@imare.in
PATNA
Tel : 0612-2683186
E-mail : imeipatna@gmail.com
KOCHI
Tel: 0484 2302491 Cell: 9388609429
Fax: 0484 2302491
E-mail: imcochin@ sify.com
PUNE
Tel. : 020 3290 3233, 2426 1679, 2426 9783
Fax : 020-56016304 E-mail : pune@imare.in
KARNATAKA
Cell: 9845081822
E-mail: vivaeng@hotmail.com
VISAKHAPATNAM
E-mail : visakhapatnam@imare.in
Website. : https://sites.google.com/site/imevizag
www.imare.in 47
Obituary
With profound grief, we wish to
advise you of the sad demise of Mr.
Arvind Prasad on 12th January 2016
at 13.10 hrs. at Breach Candy hospital
after a brief illness.
He had his early education in rural
Bihar. Inspired by one of his seniors,
and as he was fond of travelling
overseas, sailing the ocean he decided
to become a marine engineer. He
graduated from the Directorate
of Marine Engineering & Training
Institute, Kolkata, where he excelled
in studies and sports. Throughout his
study at DMET, he received Govt. of
India merit scholarship (1964-68).
Within six years, he rose to the rank
of Chief Engineer. He successfully
passed the Extra First Class
Engineers Examination, the highest
professional qualification in his field,
from the Department of Trade, UK.
He was closely associated with

the Institute of Marine Engineers,
London and was one of the founding
members of Institute of Marine
Engineers (India), where he has held
many distinguished positions such as
Vice President of the Institute.
Mr. Arvind Prasad

He then joined a renowned company
M/s. Hamworthy Engineering Ltd.
UK and after extensive training,
was chosen to head the operations
in Indian subcontinent, which was
later expanded to cover the Middle
East up to Egypt. He then expanded
his operations to represent several
companies and his principal company
is Dolphin Consultants which was
established in 1986.
CVR, as his DMET (1960~64)

batchmates called him, was a friendly
guy. His talent for singing popular
songs of KL Saigal, CH Atma, et al,
and his skill as a very good football
player is well remembered. He had
represented the Banaras Hindu
University where he spent two years
in pre-university course and one year
of the two years BSc course, before
joining DMET.
He was born in New Delhi on 29th
August 1942. His school was DTEA
School of Lodhi Estate. He joined
DMET Mumbai in 1960, and did
his Engineering Apprenticeship
at Bombay Port Trust (BPT). After
passing out from DMET Kolkata in
1964, he sailed for only six years. In
view of persistent health problems,
he decided to take up a shore job, and
after clearing UPSC examination, he
was appointed as a Senior Scientific
Officer in the Directorate General of
Quality Assurance (DGQA), which
Mr. Arvind Prasad was a wonderful

planner and he brought the same
meticulous planning into his business.
He was very articulate and used
to put forth his views logically and
convincingly, a leadership quality
which is much desired. We knew him
as a charming and wise personality,
who used to think positively and was
always relied upon to act honorably.
He is survived by his wife Mrs
Kumkum, son Avneesh, daughterin-law Ritika and daughter Anuja.
Fraternity would miss him greatly.
May his departed soul rest in peace.
(Vehicles) at Ahmadnagar, before

taking retirement on 30.08.2002.
CVR married Mrs. Lakshmi in 1973.
They have a daughter Aarathi, who
studied in Kendriya Vidyalaya, Pune
and obtained her MBBS from BJ
Medical College, Pune. A paediatrician
by profession, Aarathi has settled
down in USA with her twin children
and husband Dr. Vikram.
Mr. CV Ramachandran
provides QA services to Army, Navy
and Air Force.
He was considered an expert in
testing and trials for pre-approvals
of Fire Fighting Equipments, Weapon
Systems and Vehicles. He was posted
variously at Delhi, Mumbai, Pune and
Ahmadnagar during his tenure of 32
years and six months in the Services.
He was the Joint Controller of CQA(V)
Controllerate of Quality Assurance
After retirement, Mr. & Mrs.

Ramachandra spent a few years
in Pune, and later shifted to a
secure lifestyle of a Senior Citizens
Community in Coimbatore. Sometime
last year, CVR developed serious
health problems, and was shifted to
a Hospital in Chennai for specialized
treatment, where he breathed his
last on 4th January 2016. Deeply
condoled by his kith & kin, friends
and batchmates, CVR is missed by all
those who knew him in the marine
engineering community. May his soul
rest in peace!
www.imare.in
QUIZ PAGE
Mr. Abhijit Banerjee
In this issue, we discuss the tragic
loss of a cruise liner which led to the
SOLAS Convention of 1974.
1. What was the name of the cruise
liner?
2. What was its flag state?
3. What was its last port of call?
4. To which port was it bound?
5. Which Canadian singer and
songwriter wrote a song about
the tragedy?
The Panama flagged SS Yarmouth
Castle departed Miami for Nassau
on November 12, 1965, with 376
passengers and 176 crewmen
aboard, a total of 552 people. Shortly
before 1:00 a.m. on November 13, a
mattress stored too close to a lighting
circuit in a storage room, Room 610,
caught fire. The room was filled with
mattresses and paint cans, which fed
the flames.
The crew found out the ship was
on fire when a passenger ran
screaming up a stairway, his clothes
smouldering, and collapsed. The
captain ordered the second mate to
sound the alarm on the ship's whistle,
but the bridge went up in flames
before the alarm could be sounded.
The ship's radio operator, who had
been off duty, found the radio shack
to be completely ablaze by the time
he reached it. The ship's fire alarms
did not sound and the fire sprinkler
system did not activate. Passengers
were awakened by screaming and
running in the alleyways as people
frantically tried to find lifejackets.
The fire swept through the ship's
superstructure at great speed, driven
by the ships natural ventilation
system. The flames rose vertically
through the stairwells, fuelled by
the wood panelling, wooden decks
and layers of fresh paint on the
walls. Many passengers had to
break windows and squeeze through
portholes to exit their burning cabins.

The whole front half of the ship was
quickly engulfed, causing passengers
and crew to flee to the stern of the
ship. Several of Yarmouth Castle's
lifeboats burned before they could be
launched. The ship's fire hoses had
inadequate water pressure to fight
the fire. One of the hoses had even
been cut. Additionally, the swimming
pool was connected to the fire pump
system by way of an open valve which
allowed the pool to fill and thereby
reduced water pressure. Crewmen
also had difficulty launching the
lifeboats. The ropes used to lower the
boats had been covered in thick coats
of paint, causing them to jam in the
winches. By the end, only 6 of the 13
lifeboats could be launched.
There were tales of both courage and
cowardice among the crew. Many
fled the ship without helping the
passengers. Others pulled passengers
from the windows of their cabins and
directed them to rope ladders on
the side of the ship. Some crew
members had to physically throw
weak and panic-stricken people off
the side of the ship, away from the
spreading flames.
The Finnish freighter Finnpulp was
just eight miles ahead of Yarmouth
Castle, also headed east. At 1:30 a.m.,
the ship's mate noticed on the radar
screen that Yarmouth Castle had
slowed significantly. Looking astern,
he saw the glowing flames and notified
his captain who had been asleep.
The Finnpulps master immediately
ordered his vessel turned around. The
freighter radioed Nassau three times
but got no reply. At 1:36 a.m., the
Finnpulp successfully contacted the
United States Coast Guard in Miami.
It was the first distress call sent out.
The passenger liner Bahama Star was
following Yarmouth Castle at about
twelve miles distance. At 2:15 a.m.,
her master noticed rising smoke and
a red glow on the water. Realizing that

this was Yarmouth Castle, he ordered
the ship ahead at full speed. Bahama
Star radioed the U.S. Coast Guard at
2:20 a.m.
The first ship on the scene was
Finnpulp. The first of Yarmouth
Castle's lifeboats, which was only
half-full, rowed to the freighter. The
Finnpulps captain was angered to
find that only four of the people in
the boat were passengers. The other
20 were crewmembers who had fled
ahead of the rest of the passengers,
among them the captain of the
vessel. The Finnpulps captain sent
back the Yarmouth Castles captain
and crew to rescue more passengers
from the burning vessel. The next two
lifeboats launched from Yarmouth
Castle contained only crew.
By this time, Bahama Star had arrived
on the scene. The ship stopped 100
yards from Yarmouth Castle and
launched its lifeboats, which lined
up against the starboard side of the
burning ship. Some people jumped
into the water and climbed aboard
the lifeboats. Others descended ropes
and rope ladders. Finnpulp lowered
a motorboat, which towed some of
the boats to Bahama Star. Finnpulp
actually pulled alongside Yarmouth
Castle on the port side, and, for a
while, passengers stepped from the
burning ship onto the deck of the
freighter. Finnpulp was quickly forced
to retreat to a safe distance, however,
when its paint began to smoke and
burn. The freighter then dispatched
its lifeboats to pluck people from
the water.
All survivors had been pulled aboard
Finnpulp and Bahama Star by 4:00
a.m., by which time Yarmouth Castle's
hull was glowing red. The water
around the ship was visibly boiling.
Just before 6:00 a.m., Yarmouth
Castle rolled over onto its port
side. There was a roar of steam and
www.imare.in 49
bursting boilers, and it sank beneath the surface at 6:03 a.m.

87 people went down with the ship, and 3 of the rescued
passengers later died at hospital, bringing the final death
toll to 90. Of the dead, only two were crewmembers. While
some bodies were recovered, most were lost with the ship.
An investigation into the sinking was launched by the U.S.
Coast Guard, which issued a 27-page report in March 1966.
The inquiry found there were no sprinklers in Room 610,
where the fire had started. Mattresses had been stacked
improperly close to the ceiling light, which was the basic
cause of the fire. Excessive layers of paint were also found
to be at fault. Bulkheads were never stripped before being
re-painted - this was a fire hazard. Painted ropes had
prevented several of Yarmouth Castle's lifeboats from being
launched. Some passengers had difficulty escaping their
cabins, as the clamps on the portholes had been painted
over. No fire doors were closed during the blaze. Lifejackets
were not stored in every cabin. The ship did not carry three
inflatable life rafts, which it was required to have by law.
There was only one radio operator on board, while the law
required two. Passengers had also never been informed of
evacuation procedures.
Yarmouth Castle had passed a safety check and fire drill
only three weeks before she burned and sank. However,
the ship did not need to conform to American safety
regulations since it was registered under the Panamanian
flag. International conventions at the time were far less
stringent than those of the United States. Also, Yarmouth
Castle had been built in 1927, and did not conform to many
safety rules adopted since then.
The captain and other members of the crew were ultimately
charged with violation of duty for leaving the ship without
attempting to rescue passengers.
The Yarmouth Castle disaster was followed by updates

to the Safety of Life at Sea law, or SOLAS. The updated
law brought new maritime safety rules, requiring fire
drills, safety inspections and structural changes to new
ships. Under SOLAS, any vessel carrying more than 50
overnight passengers is required to be built entirely of
non-combustible materials such as steel. Yarmouth Castle's
largely wooden superstructure was found to be the main
cause of the fire's rapid spread.
Canadian singer-songwriter Gordon Lightfoot wrote a
song based on the tragedy - "Ballad of Yarmouth Castle"
(released 1969).
(Acknowledgement: www.seanmunger.com, sun-sentinel.
com, Wikipedia)
SS Yarmouth Castle in happier times

Answers to quiz:
1)
2)
3)
4)
5)
SS Yarmouth Castle.
Panama.
Miami.
Nassau.
Gordon Lightfoot.
IMEI Goa House

This is to inform members that the newly constructed IMEI House, Located at D-27, Rangavi Estate, Dabolim, Goa 403 801,
is open for occupation and enhance its usage, we are now throwing open the facility to all grades of IME Membership
(including students members). Further, the charges for the room have been pegged at a reasonable Rs. 1,000/- per
room/night. Membership Number essential at the time of booking.
In view of the impending holiday season, you are requested to avail of the subsidized facilities as mentioned below:
1. 6 fully furnished Air-Conditioned Bedrooms on
double-occupancy basis.
Location: Approx. 3 Kms. From Goa Airport on the road

to Bogmalo (Map attached)
2. Each Room contains a Fridge, TV, Cable connection,

Tea/coffee making facilities etc.
For reservations: Kindly contact: IMEI house, Plot No.

94, Sector 19, Nerul East, Navi Mumbai 400706.
Email: administration@imare.in,
Tel: 022-27701664/27706749
PIC: Mr. D. Shetkar: 9833250160
3. Limited Common Pantry facilities available and well

supported wrt home delivery from neighbouring
eating joints of good / excellent quality.
www.imare.in
The Institute of Marine Engineers (India), Kochi Branch

(An ISO 9001:2008 Certified Institute & Approved by DGS)
IME(I) House, No.29/427, South Janatha Road, Vyttila, Kochi-682019

Tel: 0484-2302491, 0484-2306626, e-mail:imeikochi@gmail.com, imcochin@sify.com
Registration opened for following course

MEO Class II (F.G.) - 4 months Preparatory Course commencing 15th of every month.
Engine Room Simulator - Operational / Management Level will be arranged at
KM School of Marine Engineering, CUSAT, Cochin, Kerala.
Courses are conducted by highly experienced faculty.
For enquiries please contact:
Shri. Thomas Kurian, Course Co-ordinator.
Tel : 0484 - 2302491, 0484 - 2306626
E-Learning for MEO Class IV Exams - preparatory course

The Institute of Marine Engineers (India) aims to reduce the time that a maritime professional spends away from his/her family
when preparing for competency exams. Towards that, IMEI is proud to announce that it is the first maritime institution in India
to introduce e-learning preparatory course for Certificate of Competency examinations. Teledata Marine Solutions Ltd, IMEIs
partner in developing the e-learning course has a wealth of experience in developing Certificate of Competency (CoC), Academic
and Professional e-learning program for a number of leading maritime education providers around the world.
MEO Class IV (Motor)

This is a e-preparatory program for Marine Engineering Officer Class IV Certificate of Competency (Motor) Examination
conducted by the Directorate General of Shipping, (DGS), Govt. of India. This program meets the requirements of The Director
General of Shipping (DGS) and the International Maritime Organization (IMO).
Teledatas expertise in developing maritime e-learning programs combined with thorough reviews by maritime professionals
and educators at Teledata and IMEI means that the progarm is on par with the best in e-learning and also meets the requirements
of DGS. This assists engineer officers to attain knowledge and competence to pass the examination conducted by the DGS.
The MEO Class IV (Motor) program is divided into the following courses online.

GEK General Engineering Knowledge

MEK - Motor Engineering Knowledge
MEP - Marine Engineering Practices
SSEP Ship Safety Environmental Protection
MET Marine Electro Technology

SCS Ship Construction & Stability
Highlights
The program uses extensive animations, graphics, text and concept maps to enhance the interactive learning experience. The courses are
SCORM (Sharable Content Object Reference Module) which is an International e-learning program development standard developed to
enhance e-learning experience. It also provides exam guide and tips, quiz, practice assessment, downloads and external learning links.
It lets the candidate to learn at their own pace and time from anywhere 24/7. The candidates additionally have access to e-coaching and
computer based self assessment.
On successful completion of the above e-learning program online, IMEI will issue a course completion certificate to the candidate/
engineer officer.
The entire course is available to students at Rs. 25,000/- ( Twenty five Thousand ) and if students desire, they can avail each subject by
paying Rs. 5000/- ( Five Thousand) as per their choice.
For joining the course and payment of fees, please Visit our website www.imare.in
For queries and further information, you may contact :
Honorary General Secretary
Institute of Marine Engineers (India)
IMEI House, Sector 19, Plot No. 94, Nerul, Navi Mumbai, Pin 400706
Tel : +91 22 2770 1664/32676735 l Fax :+91 22 2771 1663 E mail : hgs@imare.in; administration@imare.in, Website: www.imare.in
www.imare.in 51
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ISSN 2250 - 1967

JOURNAL OF THE INSTITUTE OF MARINE ENGINEERS (INDIA)

Energy Efficiency in Ships

Search for Birthdays of

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2 Marine Engineers Review (India) February 2016

Easy search for

Read the names

Know the current

Ask DNV GL about. . . .

With over a Decade of experience in Course & Simulator Certification,

How does it benefit the customer

Training Course Certification

How does it benefit the customer

DNV GL SeaSkilldeveloping systems and people fit for purpose

4 Marine Engineers Review (India) February 2016

Energy Efficiency in Ships

Sukhvinder Singh Rayat

Marine Engineers Review

Drugs & Alcohol in the Workplace

Global Warming and Paris agreement-COP 21

Marine Spills Awareness, Impact & Preparedness

Trends In Shipping (2015)

Fearnleys Weekly Report

Basic Principles Of Refrigeration

IMEI News & Releases

Capt Sandeep Kalia

6 Marine Engineers Review (India) February 2016

agendas, both at the national and international

The Institute of Marine Engineers (India) and

items currently at centre stage are revamping

MER (I) have come a long way since their

of Merchant Shipping Act1958, Reviewing

inception, leaving behind a pleasant trail of many

of Inland Vessel Act-1917, Ratification of

successes, achievements and glories. However,

Maritime Labour Convention-2006, Thrust on

the journey continues to be full of challenges,

the Coastal Shipping & the Review of the entire

with increased focus on new innovations, ideas

Training and the Competency Examination

& concepts and a vision stretching well beyond

The entire maritime fraternity

Code, Ballast Water Convention, Recycling

needs to be vigilant, well geared and motivated

Convention & Passenger Ship Safety continues

to take on the onerous task.

to be intensively discussed and debated.

The new team at the helm would need your

At IMO, CO2 emissions, Polar

Elsewhere in this issue, we are updating

many adverse factors and the very survival

In the wake of maritime challenges and the

of shipping companies has become a major

deliberations, it is imminent that the next few

months would lead to a compelling watching

Under these circumstances, our

journal may in a miniscule measure, be

and involvement of all the stake holders.

appropriate course and actions. Accordingly,

journal for the benefit of the industry at large.

Marine Engineers Review (India) February 2016

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