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1. Starboard Strategies - The Magazine for Maritime Management in India - P. H. Krishnan

2. River Sea Vessel – Whose baby she is? - KV Thomas - Maritime Lawyer

3. Registration of an Indian Vessel - Padmakumar Krishnan

4. GPS vs. Celestial Navigation - Capt. Ramu Valeri

5. The Vessel Owner and Port State Control - Padmakumar Krishnan

6. Demand & Supply of Indian Seafarers – The Historical Imbalances - G Aravindakshan, Chief Engineer (MEO Class I)

7. Join Merchant Navy and give a jump start to a thrilling, rewarding career – Frequently asked Questions (FAQ) - Sarafina

8. Advertise with us – A great investment - Mily Sikdar

9. Sailor Stories

Title Code : MAHENG13619

Managing EditorPadmanabhan Krishnan

Executive EditorSarafina

Editorial Board

ChairmanCapt. Gurbux Singh

Members PH Krishnan

Padmakumar KrishnanA K Barnwal

Circulation Manager

Padmakumar Krishnan

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Starboard Strategies - The Magazine for

Maritime Management in India - P. H. Krishnan

416-30 June 2014 |Starboard Strategies | Volume 1 : Issue 2

We are all aware that in India we have Ocean going & coastal

vessels which are conforming to the guide lines given in the Indian Merchant Shipping Act and the Inland vessels which are self propelled barges, tugs, launches, passenger ferries which ply in harbours, in side port limit, in Hooghly, Brahmaputra rivers and back waters of Kerala etc which follow the Inland Steam V/L Act 1917.

Up till now there was no integration between Inland V/Ls & coastal V/Ls. That means self propelled Inland barges under I.V. act could not take iron ore from Mumbai Harbour to Revdanda only 40N.M.away or coal from Mumbai to Dahanu for the Reliance power station, Bentonite from okha to Mumbai or iron ore from Paradeep to Haldia & coal from

proHaldia to Paradeep even in flat calm sea condition. For this visionlow value cargo, an expensive coastal V/L, registered under s, provided Indian Merchant Shipping Act, manned by officers & strict compliance engineers, with inflated salaries, & whose competence on is shown to the requirements and stipulations detailed in paper is considered higher by the Industry, than reqd about 3 Annexes I to XI of this Notification.days of short sea passage. Small coastal V/Ls registered under Brief Summary follows. For implemention of rules, the M.S.Act have 13 certificates 10 given by D.G. /MMD & 3 Notification is to be referred.given by IRS. Where as self propelled barges under I.V.act

have only 4 certs. Two given by state administration such as ANNEX - 1 Preamble & General Provisions: Gujarath Maritime Board, Maharashtra Maritime board Here RSVs are divided in to 4 types of V/Ls according to their (Registry & Survey) & 2 given by IRS (class & loadline). The voyage endurance. Type 1, Type II, Type III & Type IV.difference in finance required was huge, in crores of rupees

Type 1: RSVs which ply 12 NM beyond IV limits in fair for construction, survey, certification and operation of an

weather only. e.g. coal lighterage which takes place out side Inland twin screw cargo V/L under I.V. Act and a same size

Mumbai Harbour.coastal V/L registered under M.S.Act. In other words there

Type II: RSVs which ply between nearby ports in fair was a need to upgrade inland V/L under I.V.Act & down grade weather. During Day Light Hrs Only.coastal V/L registered under M.S.Act, so that we can have an Type III: RSVs which ply between Indian ports where voyage RSV. A River Sea V/L which will economically and safely, duration does not exceed 24 hours. V/L to keep maximum within the frame work of M.S.Act perform the functions of parallel distance of 12 NM from nearest land, save Gulf of both the types of V/Ls mentioned above.Cambay & Kutch where max dist of 30 NM from shore is An expert committee under the chairmanship of Chief allowed.Surveyor to GOI, the Chief Co-ordinator appointed by Type IV: RSVs which ply between Indian Ports in all weather Government of India, key members of the Indian Coastal conditions, 12 NM parallel dist Gulf Kutch / Cambay Conference and Goa Barge Owner's Association deliberated, accepted.and came out with Notification for Construction, Survey,

Certification and Operation of Indian River Sea vessel. It was Type I & II V/L may be registered under I.V. Act at owner's not an easy task. option.

This presentation is not only about the gist of ninety odd pages Type III & IV V/L to be registered under M.S.Act.of this Notification, which is available on D.G. Shipping Maximum size limit for RSV 3000 Gross & 3000 KW.website but also about feed back from the industry, their

And in between there is a thresh hold V/L of 1600GT and difficulties, suggestions recd from RSV shipowners and

1500KW.change in M.S.Act 1958.

B. General Provisions:But first briefly what is an RSV? Section 456 of M.S.Act 1958

RSV rules apply to V/Ls empowers D.G.Shipping to exempt Indian Shipping, 1) Engaged exclusively on Indian coastal voyages.operating along the Indian Coast within the territorial limits

of India, from following provisions of M.S. Act 1958 and 2) Do not apply to passenger V/Ls, tankers, bulk chemicals dispenses with the requirements to observe M.S. Act in any form, fishing V/Ls, OSVs, military & govt V/Ls not

RiverSea Vessel –

Whose baby she is?- KV Thomas(Maritime Lawyer)


used for commercial purpose. each 75KW 1 Portable 1.45Ltrs.

ANNEX II: Minimum Safe Manning Requirements. ANNEX VIII: RADIO COMMUNICATIONS

Here I.V. Master CL 1, Class 2 are & Inland drivers CL.1 are <500 GT AIS class B transponderutilized as watchkeepers. Officers & crew will receive full 500 to 1600GT AIS class A transponder seatime in respect of eligibility and service requirements Above 1600GT AIS class A transpondertowards NCV certificates.

Annex IX: SAFETY OF NAVIGATIONANNEX III: Accommodation Standards

1Gyro above 1600GT.a) Master & C/E - 1 person per room

No sextant, No Nories tables, No Nautical Almanac.b) Other Officers - 2 persons per room

1 Radar for all RSVs.c) Aprentices / Ratings - Not more than 4 persons per

ANNEX X: Survey & Certificatesroom.An RSV V/L will not be stopped by an inspecting surveyor if ANNEX IV: Construction Rulessome minor deffeciencies are found. RSV will be allowed to

In this notification there are construction rules for Type III & sail and a stipulated time will be given to complete Type IV RSV. deffeciencies Surveys will be: DGs has already framed rules for Type I & Type II under 1) An initial survey before the river-sea V/L is put in servicerecommendations of

2) Renewal survey not exceeding 5 yrs.MSDC (Maritime States Development Council).

3) Intermediate survey within 3 months before or offer 2nd Engine room of all RSV >90M in length to have double or 3rd Anniversary datebottom in E Room. (All I.V. self propelled barges built in last

4) Annual survey 3 months + -.10yrs do not have D.B. in Engine room space.)5) 2 dry docking with in 5 years. 1 can be CC TV A collision Bulk, Afterpeak bulkhead, A bulkhead at each of ANNEX XI: Prevention of Pollution the machinery space.1) Dedicated holding tank or oil filtering equipment. Briefly Fuel oil capacity of Type III Type IV Vessels shall not exceed

this is an RSV. But how many RSVs we have so for? 600m3.According to IRS, as of today, 10 nos. are in the process of Type III V/Ls having cargo hold(s) without hatch covers, the RSV registration completion. Why only ten when about bilge pumping capacity shall be increased by 1.5 times.130 to 150 probable units are on the coast. There are

Chapter V regulation 22 of SOLAS 1994 as amended shall be hurdles, which plagued our coastal shipping in the past & applicable to RSV > 45M length. they continue to plague today.Hatch Covers: Type III V/Ls < 90M in length not reqd. When I talked to small ship owners, barge owners, tug ANNEX V: Prevention of Collisions owners they put the blame squarely on DG shipping.Y es more To comply with COLREG 1972 as amended. lenient regulations towards RSVs would definitely help.

ANNEX VI: Life Saving Appliances So who is an RSV owner? He is not an established shipping company. He is not elite enough to become INSA member. He Inflatable Life raft servicing can be stretched up to 17 months does not have any voice or lobby, except Indian Coastal and not every 12 months as for M.S.Act V/Ls.Conference or various Barge owners Association which are Mob Marker not reqd.not yet a force to reckon with. But there are now 60 to 70

Only 6 parachute Roket flares. No smoke floats and Hand potential RSV owners barely surviving on lighterage flares. operations, waiting for opportunity to be given to them. They ANNEX VII: Fire Fighting Appliances are burdened with below mentioned well known, often talked Only 2 fire hoses, 45MM internal dia, 32MM in about problems:-accommodation. Oil Prices: Airline Industry gets ATF at reduced price. Sales Above 1500KW fixed five fighting system in E.Room tax is only 7% on ATF. It is 34% for Diesel used on coastal

V/Ls. Airline Industry gets 60 days credit to pay fuel bills I) Gas which they want to increase to 90 days. RSV shipowner has to ii) High expansion foampay DD in advance to IOC. ATF got price cut 5 times in last

iii) Pressure water spraying system few months. Right now Aviation Ministry is doing its utmost Below 1500KW: Portable extinguishers between 2 to7, for by reducing ATF prices, reducing of air port charges so that air


line industry survives. where regulating every corridor of shipping operation and bringing every minor certification under Administration Customs: Menace of Customs, Immigration, Police, dock scrutiny is totally dispensed with. Who will do this in India? entry permits, shipping bills for stores and spares, double Who will educate MPs of the coastal States, so that they will handling of cargo and what have you? The road transport, Air speak in the Parliament and pass bills to drastically change cargo transport & Rail transport industry do not have to waste Merchant Shipping Act. We do not see major shipowners and time, energy & resources to over come these hurdles.doyens of Indian Shipping, rubbing shoulders with, and Articles of Agreement: Opening Articles of Agreement with interacting with Minister of Surface Transport as we see the the shipping master, inspite of simplifications of procedures, owner of King Fisher Airline constantly interacting with is still a hurdle. No RSV owner can afford to give Kumud Aviation Minister.Bansal Award wages to crew. It is not yet insisted upon, as it The exhaustive study reports, to kick start coastal shipping applies to INSA members only, however unions hovering were under taken by Pradhan Committee, Afzalpurkar around shipping office do creep in. Exemtion from opening Committee and Tata Consulting Services. These reports are articles of agreement was given to OSVs from 1980/81 gathering dust for years and not translated or converted in to onwards for about 15 years, as search for hydrocarbons was legal infrastructure.the national priority. The ministry concerned gave ONGC

vessels total immunity from interfearance by unions. But atleast at our level we can strengthen the arms of Indian Coastal Conference and persuade D.G. Shipping, IRS, Port Manning: At the wages affordable by RSVowners NCV Administration, State Maritime boards, oil companies, Masters and Mates, NCV class III enginees are not available. Maritime Unions, Custom & Immigration and financial These officers and engineers get lucrative wages on offshore institutions to nurture RSV concept and give it a chance to supply vessels of INSA members. So how to tackle this survive first and then thrive later.<Manning problem? If we observe East & West Coast of India,

we will see that there is a Minor or a Major port at every 15 to 20hrs of sea passage of an RSV. On west coast we have besides 8 Major ports about 30 Minor ports already functioning. On east coast we have 7 Major ports and about 25 Minor ports functioning. More Minor port & private port are being added every year. We are talking about passage of 12 nautical miles from nearest land. So allow Inland Masters and Drivers to man these vessels more prominently than what is allowed under Annex II of this Notification. After all actual handling of twin screw V/Ls is presently done by Inland Masters and not by NCV Masters. If at all any onboard maintenance is done during passage, it is done by Inland Drivers and not by cl. III NCV engineers. Manning cost of a 1500GT twin screw vessel plying under I.V.act is Rs. 60,000/- per month & and if the same vessel is converted to RSV, the manning cost goes up to Rs. 7 lakhs / month. The current wages of NCV Master & cl. III C/E are Rs. 2 lakhs each at least.

Another area where cost cutting can be done for survival is the reduction or of Port dues for RSVs. There are no dry docks available to RSVs. The existing dry docks in MBPT are going to be filled up. Perhaps IRS can give 50% reduction in the survey fees.

For getting rid of oily water from engine room there are no facilities in ports to discharge oily waste. RSV owner will have to pay local barge owners to get rid of waste oily water.

All problems facing Indian shipping in general & coastal shipping in particular are attributed mainly to the out dated Indian Merchant Shipping Act.1958. United Kingdom, where this Act originated has long since adopted a new concept,

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ii) Ships owned by a company or body established by or under any central or state Act which has its principle place of business in India.

iii) Ships owned by a co-operative society which is registered or deemed to be registered under the Co-operative Society Act, 1912, or any other law relating to Co-operative Societies for the time being in force in any state.

Qualification required for registration as Indian ships: A Sea going ships fitted with mechanical means of propulsion of

s h i p 15 tons net and above howsoever employed and those of less entitled to fly the flag of a country than 15 tons net employed otherwise than solely on the coasts

needs to be registered in that country. of Indian qualify for registration under Part V of the Merchant The object of registration is to ensure that persons who are Shipping Act, 1958. Ships so registerable are required to be entitled to the privilege and protection of the Indian flag get registered only at ports designated as ports of registry. them. The registration affords evidence of title off the ship to

In their capacity as Registrar of ships, the Principal officers those who deal with the property in question. It also gives

and concerned Surveyors In-charge are required to maintain a protection to the members of the crew in case of casualties

complete record of ships on register indicating as on a involving injuries and/or loss of life to claim compensation

particular date the person/persons, either in their individual under the provisions of the Indian Acts in Indian courts.

capacity or as joint owners or as a corporate body, who have a Indian Merchant Shipping Act of 1958, for the first time, dealt stake in the ownership of ships. Not more than 10 individuals with registration of ships. Earlier acts had lacked this aspect are entitled to be registered as a owner of a fractional part of a totally. Part V of this Act deals with exclusively with the share in a ship, but a maximum of 5 persons could be registration of Indian ships, while Part XV deals with registered as joint owners of a ship or of any share and shares registration of sailing vessels and Part XVA deals with the therein. Joint owners by reason of the position as such cannot, registration of fishing boats. Ships which qualify to be however, dispose off in severalty, any share or interest therein. registered are required to be registered only at ports Formalities to be observed for registration as Indian designated as ports of registry. At present Mumbai, Calcutta, ship : Madras, Cochin and Mormugao have been notified as ports of

The owner of a ship wishing to have it registered at a port in registry and principal officers of Mumbai, Calcutta & Madras

India has to submit to the concerned Register: and Surveyor in charge of Cochin and Mormugao have been

a) A declaration of ownership - in one or the other prescribe notified as Registrar of Indian ships. In their capacity as forms, as may be applicable, depending upon whether he registrar of Indian ships, the principal officers are required to is a sole proprietor, joint owner or a company made maintain a complete record of Ships on register indicating before a Registrar, Justice of the peace or an Indian status of the ship on a particular date. A central register is Consular Officer. maintained by the Director General of Shipping, which

b) A certificate signed by the builder (builder's certificate) of contains all the entries recorded in the register books kept by the ship containing a true account of the proper the registrar at the port of registry in India. The Director denomination and of the tonnage of the ship as estimated General of Shipping, at the request of owners of Indian ships, by him and the time, when and the place where the ship desiring to be known at sea, allots signal letter & controls the was built, (for new ship). series that may be so issued. Certain formalities are required

c) The instrument of sale under which the property of the to be complied with before a ship is registered as an Indian ship was transferred to the applicant who requires it to be ship and these are laid down in the Merchant Shipping registered in his name, (for secondhand ships). (Registration of ships) rules 1960 as amended from time to

d) To give a minimum of 14 days notice to the Registrar of time. the name proposed for the ship. The Registrar before Part V of the Merchant Shipping Act, 1958 and Registration of registering the vessel in the name of the applicant shall ships rules, 1960 as amended from time to time, are obtain prior approval of the name from the Director concerned with the Registration of Indian ships. General of Shipping who will also allot an official number Status of Indian Ships for the ship. The conferment of status of Indian ships is restricted to:

On being satisfied that the ship, on the strength of i) Ships owned by a citizen of India.

Registration of an Indian Vessel

- Padmakumar Krishnan


the evidence placed before him, is entitled to be Indian registration but delay in the issue of certificate of registry is ship, the Registrar arranges for survey of the ship by a anticipated, the Registrar may, on the strength of the surveyor for the determination of her tonnage in accordance authority issued by the Director General of Shipping, issue a with the Merchant Shipping (Tonnage Measurement) Rules, temporary pass to enable the ship to ply between the ports in 1987 as amended from time to time, for the purpose of issue India. of a Certificate of Survey. The Certificate of Registry has to be used only for the lawful After the formalities enumerated above have been navigation of the ship and is not to be detained by reason of any gone through, the Registrar issues a carving and marking lien, mortgage of interest whatsoever claimed by any party. note. This note is to be returned to the Registrar after carving Anybody having possession of the certificate of registry has to and marking have been duly carried out on the ship in the make it over to the person entitled to its custody as otherwise prescribed manner and certified by a Surveyor. The carving he becomes liable for being summoned before a Magistrate and marking involves the carving of the name of the ship and examined on the issue touching his refusal to surrender conspicuously on each side of her bows as well as insertion the certificate to the one entitled to it. permanently on her stern the name of the intended port of No change in the name already in the registry is permitted registry. except in accordance with the procedure laid down in the On completion of the preliminaries to registry as M.S.(Registration of Ships) Rules, as amended from time to described in the preceding paragraphs, the time. Registrar enters the particulars of the ship such as : Application for the registry of alterations to a ship will have to a) Name of the ship and the port to which she belongs. be made to the Registrar within one month of the alterations. b) Details contained in the Surveyors Certificate. Where the alterations are material so as to affect the principal c) Particulars respecting her origin as revealed in the dimensions of a ship or the means of propulsion, a ship will

declaration of ownership. have to be registered as new and, in that event, rules applicable for first registry will come into force. d) The name and description of her registered owner and, if

there are more owners than one, the number of shares Where a ship is registered under circumstances envisaged in owned by each of them; and paragraph immediately above this, the original certificate of

registry stands cancelled and the existing entries in the e) Name of the Master, in the Registry Book. The Registrar registry, remain closed. The original official number allotted issues thereafter to the owners a certificate of registry to ship, is however, retained. retaining the Surveyor's certificate, builders certificate,

instrument of sale by which the ship was sold, and the Where transfer of a port of registry is desired by all the parties declaration of ownership. having a stake in the ownership or otherwise of the ship, they

shall apply to the Registrar of her port of registry, who may, Formalities connected with registration of an with the prior approval of the Director General of Shipping Indian ship when acquired abroad. have no objection to such transfer subject to such formalities When a ship is built or acquired out of India and becomes the as has been laid down in the M.S. (Registration of Ships) Rules property of a person qualified to own an Indian ship, the and on payment of the requisite fees prescribed thereof. owner or the Master of the ship will have to apply to the Indian Whenever there is any change in the Master of an Indian ship, Consular Officer at the nearest port for the issue of a in whatever the way the change provisional certificate of Indian registry and such officer, on ha s come about , a production of satisfactory proof of ownership, grant the same m e m o r a n d u m o f to the owner or the Master. Such a certificate has all the force change has to be of a certificate of registry. It is, however, valid for a period of 6 endor sed and months from its date of issue or until the arrival of the ship at a signed on the port where there is a Registrar whichever first happens and on Certificate of either of these events happening would cease to have effect. Registry by the The provisional certificate so issued will have to be exchanged P r e s i d i n g by the owner for a certificate of registry from the concerned Off icer of a Registrar. Marine Board or

Quite often a ship has to set sail from a port where she is built a Court if the in India to a port where she has to be registered. The owner in change of Master is such cases or where he has applied to the Registrar for brought about as a

Registration

Now


result of the findings of the Marine Board of Inquiry or the Any such transfer can be effected only by an instrument in Registrar or any other officer authorized by the Central writing in the prescribed form and the instrument, as may be Government or the Indian Consular Officer depending upon so drawn up, has to contain a full description of the ship as is whether the change has occurred in India or abroad. generally contained in the Surveyors ' certificate sufficiency

to identify the ship by the Registrar and be in the form In the event of an Indian Ship being either actually or (Registration Form No.9) prescribed in the M.S. constructively lost, taken by the enemy, burnt or broken up or (Registration of Ship's) Rules, 1960, as amended from time to ceasing for any reason to be an Indian ship, every owner of the time. The owner of an Indian ship or a share therein wishing to ship or any share in the ship is required to give a notice thereof transfer it in favour of somebody else will have to apply to do to the Registrar and thereupon the Registrar will make an so with full particulars of the transferee. Where the appropriate entry in the Register Book and the entry of the instrument of sale refers to a consideration other than money, ship in that book would then be deemed mortgage that lies and if the Registrar has any doubt as to whether that unsatisfied on that date will, continue to remain in force. The constitutes a good condition, a decision therein will lie on the Master of such a ship, if the event accrues in India, will Director General of Shipping to whom the matter may have to immediately make over the Certificate of Registry to the be referred. Registrar or within a period of 10 days after his arrival in India

if the event occurs elsewhere. If the transaction has been concluded in India, the instrument of Sale referred to above accompanied by a Declaration of Transfer or acquisition of an Indian ship or interest Ownership and the prescribed fee thereof has to be produced therein : by the transferee to the Registrar of the port where the ship As per amendment to Section 42 of the M. S. Act no prior has been registered who will make appropriate entries in the permission from the Director General of Shipping is required Register Book and also suitably endorse on the instrument the for creation of any mortgage on a ship except during the date and hour of the entry. The Registrar has also to make as period when the security of India or any part of the territory soon as possible suitably endorsement on the Ship's thereof is threatened by war or external aggression. Similarly Certificate of Registry. Every such transaction has to be the Director General of Shipping's prior approval for the sale reported to the Director General of Shipping. of the ship is not required provided: Transmission of an Indian ship or interest therein : a) all wages and other amounts due to seamen in connection Where the property in an Indian ship or share therein is with their employment on that ship have been paid in transmitted to a person on the death or insolvency of the accordance wi th the prov i s ions o f th i s Act . registered owner or by any lawful means other than a transfer described as above, it would be effected by an application made to the Registrar of the ship's port of registry accompanied by a declaration in the prescribed form identifying the ship and also a statement of the manner in which and the person to whom the property has been transmitted. In the case of transmission consequent on insolvency, a declaration of transmission has to be accompanied by proof of such claim. In the case of transmission as a result of death, the declaration of transmission shall be accompanied by a Succession certificate, probate or letters of Administration, under the Indian Succession Act, 1925 or a duly certified copy thereof. The Registrar on receipt of the declaration of transmission will make appropriate entry in the register book to give effect to the change in the ownership.

Where as a result of the transmission of property in a ship or share there on death or insolvency or otherwise a ship ceases to be an Indian ship, the Registrar of Port of her registry will have to submit a report to the Central Government through the Director General of Shipping setting out the b) the owner of the ship has given notice of such transfer or circumstances in which the ship has ceased to be an Indian acquisition of the ship to the Director General. ship. On receipt of such a report, Central Government can


make an application to the High Court for a direction for the to be surveyed by a Surveyor and a certificate as to its sale of such Ship to any Indian citizen or any Indian company. seaworthiness obtained. All outstanding mortgage or other Such an application may have to be made to the High Court by encumbrances on the ship will continue to be in force and may the Government within 60 days from the date of receipt of the have to be brought forward in the new registry. report. A certified copy of the entries appearing in the register book Registry of Government ships will be available to any interested party on application

accompanied by prescribed fees laid down in the Registration A ship owned by Government is also registered in the same of ships rules. The Registrar can entertain request manner as other Indian ships subject to the following accompanied by prescribed fees for issue of a new certificate modifications : on the plea that the original certificate has been defaced or a) The application for registry has to be made by the mutilated. In that event, the certificate so issued will be Secretary of the Ministry concerned or the Head of the marked "duplicate" in red ink. Department to whom the management of the ship is The Director General of Shipping is required to : entrusted or any other officer nominated by the Central

/State Government with the particulars, as detailed (a) Maintain a Central Register which would contain not below: only the names of all ships but also entries relating to

every Indian ship that stand recorded at the various ports i) name and description of the ships of registry. Details of the Registry Of a ship as well as ii) a statement of the time and the place where the ship every subsequent entry relating to that ship recorded in was built and, if these particulars are not known, a the Register Book are required to be communicated to statement to that effect, and of the former name, if any the Director General Of Shipping as and when the events known: occur. On or before the 15th January of each year,

iii) a statement of the nature of the title to the said ship; Registrars of each Port are required to submit to the

and Director General of Shipping a return showing the

iv) The name of the Master. number of ships with their tonnage registered in the b) No declaration of ownership is necessary. register book during the previous year. c) The Registrar on receiving the application and on (b) Executive Orders: The Director General of Shipping has

compliance with the necessary formalities will enter the assigned the work of maintaining the Central Register of ship in the registry book as belonging to Government, Ships to the Nautical Adviser. All Principal Officers have State or Central. been directed to send their returns, including the

d) The transfer of a registered Government ship has to be transcript of registry, to the Nautical Adviser so that he made by an instrument of sale in the prescribed form should be able to maintain the Central Register. from which should be omitted the portion relating to the The following documents are admissible in evidence in convenant. The instrument will have to be signed on respect of any proceedings that may come up in Court behalf of the transferee by an officer authorised by touching upon: Government, Central or State. (a) Any registry on its production in custody of Registrar or

At the request of the owners of Indian ships desiring to be any other person having the lawful custody thereof. known at sea, signal letters are allotted by the Director (b) A Certificate of Registry purporting to be signed by the General of Shipping, who will control the series that may be Registrar or any other officer authorised in this behalf by so issued. The allotment of such signal letters are required to the Central Government. be noted in the Register Book and endorsed suitably on the

(c) An endorsement on the Certificate of Registry Certificate of Registry. The allotment of signal letters will

purporting to be signed by the Registrar or any other form subject matter of a communication by the Director

officer authorised in this behalf by the Central General of Shipping to the Wireless Adviser, Ministry of

Government; Communication, New Delhi

(d) Every declaration made in pursuance of provisions There is no bar to re-registration of an abandoned or wrecked

contained by Part V of M.S. Act 1958, in respect of an ship. In such cases the owner may have to specify whether he

Indian ship. desires to retain the ship's previous name or have a change.

(e) A certified copy of an entry in the Register book is The formalities to be observed in such cases are the same as admissible in evidence in any proceedings in a Court and are applicable to a ship on first registry but subject to the have the same effect as the original entry in the Register condition that a ship so coming up for registration is required book.<


GPS vs. Celestial

Navigation

Capt. Ramu Valeri

end of the computer help lines. I have met people who use

only GPS and would be totally lost without it. I have nothing

against GPS and would not go offshore without it, but it could

be a problem for emergencies – electronics go out, batteries

die, things get wet, etc. – and if you are a big reader of sea and

sailing stories, you know people's lives have been saved by

their knowledge of celestial navigation. But those kinds of

emergencies are rare, and a better argument might be that

some knowledge of celestial navigation makes you a better

sailor, because you understand what's under the surface and

can solve problems more than one way.

Tradition

Your sincerely spends as much of the summer when life is Why Celestial Navigation? Celestial Navigation is the art and really the way it should be. People become their true selves science of navigating by the stars, sun, moon, and planets, and once more, and the reason is community in the fullest, truest is one of the oldest of human arts. With the rise of radio and sense of the word. Part of being a community is being electronic means of finding location – especially with the interdependent and part of that is being self-reliant. This isn't increasingly popular GPS, based on satellite transmissions a paradox; people self-reliant in different ways can give their

gifts back to the community. Now, I am not saying that anyone

there wants or needs celestial navigation, but there is a real

respect for traditional arts, crafts, and techniques. There are

still men (I'm not being sexist, but they are mostly men) on

the island who remember when celestial navigation was all

there was, and did it in the Navy and Merchant Marine, and

there is still interest and respect for an art that calls upon us to

regard the heavens with intimate eyes rather than passing

glances.

Many traditional arts – weaving, 19th century photo

techniques, pottery, etc. – are still practiced, and there are

thousands of resources available for them. But celestial that can tell us our latitude and longitude within feet – navigation – one of the oldest of the traditional arts – is knowledge of celestial navigation has experienced a considered abstruse and outdated, like a manual typewriter. precipitous decline. So why should anyone study it? I believe We'll never return to the time when the Captain was that if you have to ask, well…. and anyway, as that great sage considered to be the high priest of a ship, with near-mystical Bob Weir once said, “You ain't gonna learn what you don't powers and mysterious instruments for ascertaining a ship's want to know.” But if you want reasons, here are a few: location (this high level of closely-guarded skill and education

was undoubtedly a factor in keeping mutinies down!), but it Understanding Navigation

would be a tremendous loss to have this art die out.

I feel the same way about navigation as I feel about computer Fun

use. People who came up to computers and the Web through

DOS or Unix, and the earlier form of the Internet, or those OK, we all find our fun in different places, but to my mind who through experience or trial and error have learned just solving the navigation problems in the back of Ocean about everything that needs to be done on their computers, Navigator magazine is a lot more fun and a lot more satisfying can trouble-shoot problems a dozen different ways. Those

than a lot of other past-times (but then I'm weird. I admit to who can only point and click, or follow cookbook instructions

getting a kick out of certain really elegant chess games, and exactly one way, are at the mercy of the people on the other


GPS Vs. Celestial Navigation

while taking a grad course in Philosophy of Mathematics, I beyond itself. The wayfinders of the Pacific Islands understood

remember the day I finally understood Godel's Proof to be a this. I don't think it merely provides metaphors for life;

rollicking good time. Your sincerely realizes he can't be out navigation IS our life. It's what we have to do, in every area: we

sailing ALL the time). Plus it got me reading about all kinds of have to find ourselves physically, orient ourselves mentally

things, from star-lore to the history of calendars and time- and emotionally, and try to find a star to steer by spiritually, if

keeping to ancient Greek and Egyptian math, astronomy, and we aren't going to be tempest-tossed with no moral direction.

architecture – and paying closer attention to the literature I Celestial navigation and sailing as a whole provide a wealth of

always loved. It's the kind of passion that opens you up to all wonderful images and language to enliven the way we speak

kinds of miracles and wonders of the natural world, from about, and understand, the direction of our lives.

which so many of us have become alienated, and our shared Beautypast.

There aren't many things as breath-takingly beautiful as the

night sky, especially seen from a place where there is little

light pollution. In fact, it's breath-giving. (And speaking of

pollution, there is some peace in knowing that the far reaches

of the stars is one place we humans haven't left our grubby

fingerprints, other than a few pieces of clunky hardware that

may never get out of the solar system). Also, there is

tremendous satisfaction in being able to truly place ourselves

in the celestial coordinate system…our own little

horizon/zenith moving and changing in the interlocking

wheels of the celestial coordinates.Y ou don't have to believe in

astrology to feel major awe when you get your eyes out of the

dirt and up to the “eternal beauties,” as Dante puts it, dove

gioir s'insempra —- where joy makes itself eternal (“in-

always-itself forever” – Dante was not above making up new

words if he needed to).<

Perspective on Life

It's hard to worry about what Russian writer Osip

Mandelstam called “the fleas of life” when you look up at the

night sky. Few things make me feel, about some petty

problem, or even some large ones, “this too shall pass,” as

much as considering the sky. Some people think God's answer

to Job's suffering at the end of the Book of Job in the Hebrew

Scriptures isn't much of an answer – considering the Pleiades

isn't exactly what we were looking for – but you don't know

until you've tried meditating on the stars. (Theologians and

others, you don't need to email me on this – I already know

there is much more to God's answer).

This is going to seem a stretch to some, but to me celestial

navigation is not only an end, a tool, but something that in the

Middle Ages they called a sign. It both is what it is, and points


Port State Control (PSC) agreements between maritime

nations and the International Maritime Organization give every seaport country the right to make independent inspections of all ships calling their ports. PSC inspectors are usually specialized, although in the United States, the Coast Guard's Marine Safety Office has been given this responsibility. PSC inspectors have the power to detain a vessel in port whose condition or equipment has been determined to be sub-standard. This detention prevents the vessel from leaving that port until the deficiencies are remediated. Generally, the courts of a port state do not interfere with PSC inspections, so the shipowner's options in freeing a detained ship are limited to those that satisfy the inspector. In many cases, PSC inspectors defer to the vessel's PSC inspections are rare in most of the countries of Latin statutory-certificate surveyor—the class surveyor who America, the Caribbean, and Africa, when they are made, it is originally issued the vessel's certificates—when deciding typically for the sole purpose of obtaining a payment for what repairs will be required. However, PSC inspectors are clearing the detentions.not bound to do so, and they even have the power to reject

Guidelines for Avoiding PSC Detentionseven validly issued statutory certificates. In some matters, the

Make a favorable first ImpressionPSC inspector is bound by international standards like Before a ship-owner sends his ship to a port with active PSC SOLAS, which imposes requirements for safety, navigation, regimens, he should ensure that the vessel looks good at first and communication gear.glance. It is well-known that PSC inspectors decide how Theoretically, a vessel with all required safety gear onboard intensive their inspections will be based upon their first may not be detained for lack of such gear. Detentions for lack impression of the ship. Many ships with derelict engine rooms or expiration of SOLAS equipment are not the shipowner's and wasted forepeak tanks have escaped serious inspections by greatest challenge, however, since they may be remediated by having well-painted decks and clean saloons for the inspectors simply purchasing and placing the required gear onboard. The to drink their coffee in.most difficult detentions are those relating to hull condition. Don't overlook minor certificatesIn this area, the safety of the vessel is a matter of

opinion—two surveyors may have radically different The shipowner should ensure that every certificate and opinions of a given vessel's hull condition—and if the PSC document is valid. Many times the master will have inspector rejects the ship's certificates, the shipowner has overlooked deficiencies in minor documents like the De-little or no recourse but to bring the ship into compliance ratting Certificate or Garbage Log, but these small with his standards. It should be remembered that in many deficiencies give the PSC inspector a reason—or at least an ports there is a tacit (and sometimes not so tacit) excuse—to make an extensive inspection.understanding that the longer a vessel is detained in the Make main areas presentablecountry, and the more extensive the list of required repairs

The first PSC inspection is generally cursory, and includes the and supplies, the more money will flow into local pockets.

deck, accommodations, hold, engine room, and bridge. If all This is especially true for ships in the tramp trade: because

looks satisfactory in these areas, it is extremely unlikely that local officials know the ship may never return, whatever

the inspector will want to go into tanks or other enclosed money the locals want to extract out of her will have to come

spaces. The master should therefore ensure that any potential from her present port call. Corrupt PSC inspectors, or those

deficiencies in these areas are corrected before the initial merely seeking to help their neighbors, therefore have every

visit—which could come as soon as the vessel makes All Fast. reason to find deficiencies and very little reason not to. PSC

Many times, a small deficiency that could have been cleared standards wildly vary between countries and regions.

for a few hundred dollars leads to deficiencies that ultimately Generally, the countries and regions with the strictest

cannot be cleared at all.standards are, in descending order: (1) United Kingdom; (2)

Establish remediation proceduresUnited States; (3) all Scandinavian countries; (4) Holland; (5) If the shipowner decides to enter a high-PSC-activity port Belgium; (6) Germany; (7) the rest of Europe; (8) Mexico; (9) with a ship having condition or equipment issues, he should Asia; (10) all Caribbean countries; (11) Latin America; and have resources and procedures in place to clear the most likely (12) Africa. Although

The Vessel Owner and Port State Control- Padmakumar Krishnan


deficiencies without delay. For every week that the ship sits within his budget. If they cannot, he should decide whether to under detention, the dangers of other shoreside claims, and attempt an alternate resolution such as towing or to abandon even fraudulent seizure, increase dramatically. the vessel immediately.

Tow the ship to International water Obtain assistance from vessels surveyor

The owner of a ship under detention should investigate the In questions of vessel hull or deck condition, the shipowner possibility of using a tug to tow her to international waters. may be well-advised to fly the vessel's class surveyor—the one Cer ti f icat ion requirements for a vessel under who personally issued her certificates—into the PSC port. tow—particularly if unmanned—are greatly relaxed, and He may be able to reassure the PSC inspector that the most PSC authorities will allow a detained vessel to be towed certificates were validly issued and that the vessel is actually out. Sometimes, especially in the United States, the Coast seaworthy. Often, as a fellow-surveyor, he can negotiate on a Guard will issue a clearance under tow only to a shipyard personal basis with the PSC inspector for more reasonable where the deficiency will be remediated. The shipowner may requirements. Many times, the first thing the PSC will do then find that his best recourse is to obtain clearance to the upon detaining a vessel is to require a visit from her local class nearest foreign shipyard. After the vessel reaches surveyor. Unfortunately, in some countries, the PSC international waters, the shipowner may make his own inspector and the class surveyor may both be receiving decision as to his best interests in the matter. A master of a kickbacks from local repair interests, so it is even more vessel with valid certificates may cancel a tow at any time, for important to fly in the vessel's certificate surveyor. Since the any or no reason, and the vessel may not be stopped on the vessel's certificate surveyor and the local surveyor both work high seas for reasons of condition of hull or equipment except for the same entity, theoretically they must enforce the same by her own flag state. However, in most cases where the vessel standards. In other words, the class society cannot have two is seaworthy but still can't clear her detentions—a wonderful surveyors requiring different things of the same ship. Since irony not lost on shipowners—PSC will usually approve a tow the certificate surveyor will have to stand behind his survey to international waters, where the vessel will be free to (he cannot afford to admit that he certificated a sub-standard proceed foreign under her own power. vessel), he will do his best to obtain the cooperation of the

local class surveyor. Plus, of course, he is being paid for his Set limits on what you will spendtime by the shipowner.The shipowner should always be aware of the actual, real-Conclusion :market value of his detained vessel. Many owners spend far in

excess of their vessels' real values in trying to remediate PSC The key to avoiding Port State Control problems is knowing detentions, sometimes without ever freeing the vessel. This Port State Control standards (and, by corollary, class problem is especially acute in countries where PSC inspectors standards) and knowing the vessel's actual condition. Owners act in de facto alliance with shoreside suppliers and who are actively involved in their vessels' maintenance are repairmen: the inspector will first detain the vessel for seldom surprised by PSC detentions. And although there are smaller items to get the owner to commit to the repairs, then unjustifiable detentions, especially in England and Northern he will impose new and increasingly expensive repairs on Europe, the great majority of detentions worldwide relate to every re-inspection. This is done under the often-validated actual vessel deficiencies. A smart owner knows what theory that the more the owners invest in vessel. countries his vessel can trade. Many owners of vessels in the

Caribbean market advertise them as “non-US traders” to alert Now the more reluctant he will be to abandon her later. To potential charterers that they will not allow their vessels to avoid this, the shipowner should decide immediately whether call US ports. Conversely, owners who are confident that present and foreseeable detention items can be remediated their vessels can pass Coast Guard inspections advertise them as “US traders” and charge higher rates. There is no question that the Port State Control initiative has resulted in higher standards for vessels in international trade, with correspondingly higher costs for shippers and consumers. For the shipowner, however, Port State Control does not just mean a higher cost of doing business. It may well mean ruin. It is imperative, then, that he anticipate PSC inspections, prepare for them, and be ready to deal with their results. If he does not, he will soon be out of

business, for a ship that can't leave harbor is no ship at all.<

CommercialSector

CivilJusticeSector

CriminalJusticeSector

Commercial andrecreational fishing,tourism, commercial

transport

Flag/port statecontrol, mobilityadministration,

channel and harbormanagement, incident

management

MaritimeSector

Licensing violations(fishing, boating,

pollution),safety violations,(environmental, conservation)

Illegal fishing, illegalimmigration, oil theft,

narco - trafficking,smuggling, piracy

transport


will be needed to run these ships.

Worryingly, this surge in shipping demand has not been matched by any noticeable increase in seafarer numbers necessary to keep our vessels afloat. In short, there are simply not enough highly qualified seafarers to do the job of moving global trade safely and efficiently. Ships are easily built but building high-quality crew takes a great deal more time and effort. It takes trainee officers and engineers three to five years to qualify for the junior ranks and up to eight years to reach the senior level. Losing this skill from our fleets is proving costly in manpower as well as investment levels.

The World Looks Up to IndiaS o m e With its high population and available workforce, strong stoic industry education system, established training infrastructure & ve terans a lways have facilities and English language proficiency, India is an obvious maintained that “ships do not choice as the next major supplier of quality seafarers to move cargoes; people do”. And service today's shipping industry. The Indian seafarer is an among the people moving the ships, extremely valuable asset to his employer. Employers such as the Indian seafarers have come to be recognized as a much Eurasia, OSM, Barbers and V-Ships among them account for needed substitution for the near-extinct West-European the employment of over 5,000 Indian officers and 4,000 seafaring communities whose skills and competence have ratings. remained to be matched by the evolving communities in the In terms of pool numbers our country may lag behind Asia-Pacific and the Eastern Europe. Maintaining a healthy Philippines and China, but in terms of demand, we Indians are supply of seafarers in the scenario of ever growing world bearing the brunt of the responsibility for supply of 'quality' tonnage on the one hand, and extinction of historical & seafarers. Due to their high levels of education and training emergence of contemporary breeding grounds, creation of there is a huge demand for Indian seafarers. The growth in training infrastructure and imbibing of the traditional Indian regulations and the amount of complicated paperwork Seafaring Culture and skills has been a momentous task of the required to be filled in and checked by seafarers have meant Indian Maritime Administration for the past four decades. that more than ever before seafarers need a solid level of This task, as most of us present here today recognize, has education and an excellent grasp of the English language to become more profound and challenging than ever before in achieve this task. The Indian government has prescribed the the wake of ever increasing demand for Indian seafarers.highest levels in the world for entry into the seafaring Slide 4profession. Our ratings are required to have a minimum of

The Dilemma Facing Shipping Today.Class 10 and officers are required to pass Class 12 with a

The shipping industry is experiencing something of a minimum of 60% average in physics, chemistry and maths and dilemma. High global demand for quality shipping across all 50% in English.Y et, we are a country of contradictions - thirty vessel types, boosted among other things by high freight rates percent of our country is illiterate, but we have educated the fuelled by the burgeoning Chinese economy, has created an world's second-largest pool of highly skilled engineers. As a unprecedented surge in shipping activity. High freight rates nation we speak 18 languages with 22,000 dialects, but have caused a serious imbalance between the scrapping of old English is the language of business and government. 80 tonnage and the delivery of new tonnage. Rarely have the percent of all seafarers currently employed by major demolition yards in India, Bangladesh and China been so quiet companies are Indian so we have realized the important role as shipowners extend their ships' working lives as long as they play in servicing our long-term needs. possible. Predicted future new-building deliveries are higher

But is this enough? And if not, what needs to be done?than ever before and we are also seeing trade in LNG taking

Yet is all this enough to help India grow to plug the seafarer off with an anticipated global fleet of approximately 170 gap. vessels – a threefold increase since 2000, which is expected to One positively feels that we are getting there!grow to 300 vessels by the end of this decade. Cargo volumes

are also shooting up and all the indicators point to continued The new Merchant Shipping (Recruitment and Placement of global economic expansion for the foreseeable future, and Seafarers) Rules, 2005 have gone a long way in recognizing therefore, more ships needed to move it. In turn more people the seafarers of India as a national asset which needs to be

Demand & Supply of Indian Seafarers –

The Historical Imbalances

- G Aravindakshan, Chief Engineer (MEO Class I)


nurtured, protected and preserved in the international training centres and universities in India and this needs to be market place. The exploitation, abuse and a commoditization urgently rectified. In China there are eight to ten world class of this national asset will be tales of history very soon. The maritime universities yet India can only boast two. The tunnel assurance of our DG to boost Indian maritime education to vision of the University Grants Commission to subject the meet the emerging global challenges have reassured the new applicants for Maritime Universities for NAAC, NBA industry with respect to the understanding, appreciation and Accreditations is another deterrent in the ever-changing commitment of the government to make Indian shipping and education scenario in the maritime sector and the HRD seafarers compete with excellence in the international Ministry should take an urgent call on this matter. There also market. needs to be greater training cooperation or 'partnering'

between the major industry players. India is on its way to realising its true potential as a major supplier of seafarers. The private sector has shown a high level In many companies the employers have undertaken the of commitment to Indian seafarers by substantial investment responsibility of refining their seafarers with a continuous in training and recruitment of cadets from India, as well as programme of development. They have created HR Initiatives enhancement of professional and leadership skills of Indian to make better people of all their staff, by instilling in them the seafarers. However, creation of entire seafaring entities and values of loyalty, integrity and professionalism together with augmentation of the infrastructure and financial resources it technical knowhow and business acumen.requires are a tall order for the private sector alone. Only a In this context, simulator based training is vital and that much higher level of funding, integration of splintered training should not just consist of simply learning theory from efforts, centralized policy and coordination will make this a dry textbook. Training for seafarers should also not be dream a reality. limited to just refining operational skills, but also to picking But is this enough? And if not, what needs to be done? out the leaders of the future. The Captains and Chief

Engineers lack opportunities to fully understand their very Out of India's total population of 1.1 billion India's current important positions on the value-chain of maritime pool of seafarers amasses a mere 1,50,000, of which barely transportation, which goes far beyond safe navigation and 20% choose foreign flag work. This needs to be rectified. We keeping the engines running. Opportunities to integrate with need to carefully select the areas in India whence we draw our shore-side operations are a must to enhance their seafarer cadets. They need to be drawn from areas of society understanding of the entire value chain and reduce their sense where there is an incentive to choose shipping as a long-term of isolation, in order to deepen their level of involvement in career option. We have more chances of achieving this by the value chain. This would also extend their career path to looking to the countryside, villages or hinterlands for our taking leadership of the shore side operations in continuity seafarer number as they are less likely to be wooed by the with their sailing careers. It falls upon the employers to invest alternative career options available in the cities and large in creating opportunities for senior seafarers to integrate with towns. the shore side operations during their furlough between We have to address this imbalance and improve the image of sailing contracts."shipping by bringing a social dimension onboard ship so In conclusion, potential seafarers can still consider the sea as a long-term

career where so many other options exist. Shipping in its The situation is bleak but not beyond our means to resolve. We entirety has been very short sighted in its policies towards need to collectively justify the support we expect from the tackling Human Resource issues. Now is the time to move government and at the same time encourage deeper dialogue away from this fixation with short-termism and look at the and coordination among ourselves for a more committed broader picture for all of our sakes. One again, policising and approach to building up India as a global supplier of quality coordination of an integrated approach can best be facilitated seafarers. We need to improve the attractiveness of a career at by initiatives from the Ministry. The new government should sea; select from the right employment areas and ensure our also take cognizance of the foreign employers of Indian training competence remains world class. If we achieve this seafarers who account for a large number of deployments and then the future debate in years to come may be about our are also prominent among the investors in training success rather than our failings.infrastructure. Nautical miles to sail, but our wings are spread and the wind is Training is the key to all of this! favorable with the new Government in place.<

Once we have encouraged the seafarers to choose the sea as a career option we need to train them. And that is where the other problem lies. There is a dearth in numbers of quality


Dear Patron,As you are aware, KShip is a formidable name in the Shipping World. Every year a minimum of 100 seafarers are getting placed by us for onboard training and regular onboard jobs. We deal with many West Asian and European Companies some of which are named in the enclosed list. KShip is fully seized up with the situation that most of the training institutes are left with a majority of their intake capacity being wasted because of the dearth of the onboard training berths, a cyclic effect of which upsetting the numbers. Many an Institute with whom we have entered into MOU with have complained to us that 80% of their sanctioned intake capacity remains unused and the breakeven point has not been reached in the past few years. Though the dwindling interest of qualified and Proable bodied lads and girls in the seafaring career is a European posa l phenomenon, it is a fact in the context of the Indian Shipping f o r Industry many parents that can contribute a sizeable number of Sponsor ship / seafarers seldom send their wards with required caliber and enrollment of studentsqualification to maritime training institutes because of the uncertainty looming on their future, with chronic shrinking of Name of the coursesea-berths for their shipboard training never showing any No. of seats committed for Kshipimprovement. Last date for nomination of the candidates Fee Concession Kship has determined to handle the issue by the horns and going offered in terms of Amount in Rupees as well as % age GP Ratingby the number of candidates placed by us in various Shipping Companies, there is a great demand for Indian Seafarers. Based B Sc (Nautical – DNS) | B Sc (Nautical – 3 Years) | Electrical on this and as a result of various levels of our discussion with our Officers | B E / B Tech (ME) |DME |GME | Lateral Entry Principals, we are inclined to sponsor a few candidates to your GMEsInstitute. If you are suitably disposed, we shall send these sponsored candidates with an assurance of employment subject Note : There is no commitment on our side that the seats to such conditions as our principals may impose as also with suggested by you will be fully sponsored, as it depends on the regard to our annual requirement. Since the students are selection by KShip and her principals.sponsored by us, with some cooperation from your end they will

Accepted without conditionsget education loan as well. It also goes without saying that you

Management Head of the Institutewill offer substantial fee reduction to the candidates sponsored by KShip as you might agree in writing.

Q1. What is KShip Ship Management?If you are agreeable to the proposal, please mail the scanned copy Ans. KShip is a Ship Management Company, functioning under of this letter duly signed by the Managing Trustee after filling up

the Government License No. RPSL-MUM-249 and the required details in the format below.DOC No. ENGG/000380, which provides technical With your cooperation I am inclined to handle the issue of management and placement services to Shipping elusive sea-berths by the horn.Companies around the Globe. K-Ship has already sent It may also be accepted that subject to proper due diligence more than a hundred marine officers and ratings (Lower exercise on our part, including their medical examination by a level technician and workmen), who have developed their DG approved Physician, you shall not disqualify any student marine career with a minimum starting stipend of USD sponsored by us or discriminate them on the grounds of caste, 300, with all perks, boarding and lodging free. Most of religion, language, region or political affinity.them have already completed their minimum sea service, You might appreciate that there is no contract as of now to

provide one or more shipboard training berths to your passed their rank examinations and are presently serving candidates. on various ships, mostly European Flags, with a starting For further clarifications please contact Ms. Mily Sikdar or Mr. salary of not less than $ 1200, tax-free sine these earnings Zarir Batliwalla at 022-31923345 | 61214942. are considered out of India. KShip acts as a professional With regards, intermediary contributing at two levels in the sector value Yours truly, chain. At one level it creates awareness about careers in the merchant navy ensuring a steady stream of human resource PH Krishnan raw material which becomes an input for the academies MD, Kship and at the second level it offers the manpower trained at

these academies to the shipping companies.


Join Merchant Navy and give a jump start

to a thrilling, rewarding career – Frequently asked

Questions (FAQ)- Sarafina

certain rank. 6. Tax free income in foreign ships. 7. Independence and responsibility at a young age. 8. Quick promotions. 9. No expenses whilst on board (High class accommodation

and cuisine) 10.Adventure - No two days on the ship are the same. 11.Future opportunities to pursue a career ashore.

Q6. Who should join Merchant Navy?Ans. If you want to have adventure in your job then Merchant

navy is one of the best careers.Q7. How is Merchant Navy better than any other

career option?Q2. Does KShip Ship Management select candidates

Ans. After 12th if you want a job by which you can earn as per company requirement only?

handsome money then at lest you have to spend 3 years but Ans. Yes, as KShip Ship Management is having a tie up with the

in Merchant navy if you will spend 1 year then you will world's leading shipping company so companies send their

start earning after 1 year as your onboard training will start manpower requirement to KShip Ship Management and

with your stipend. You will become independent in very then KShip Ship Management arranges required training

young age. In shipping sector there is a huge demand of for candidates to develop the skills required to work on

man power by which promotional opportunity is very ships.

high. In just at the age of 21 you will start earning in Lakhs Q3. Why join KShip Ship Management Pvt. Ltd.?

which might be very tough in other sector.Ans.

Q8. Who is the governing body of Merchant Navy?1. Job surety, as we are having a tie up with the leading

Ans. Directorate General of Shipping is the governing body of shipping companies.

Merchant Navy who deals with implementation of 2. No cash acceptance, payment only through demand draft

shipping policy and legislation so as to ensure the safety of in favor of the Directorate General of Shipping approved

life and ships at sea, prevention of marine pollution, institutes.

promotion of maritime education and training in co-3. Bank loan assistance is given to every candidate for

ordination with the International Maritime Organization, complete training fees.

regulation of employment and welfare of seamen, 4. C e r t i f i c a t e i s g i ve n by I n d i a n M a r i t i m e

development of coastal shipping, augmentation of shipping University/Directorate General of Shipping.

tonnage, examination and certification of Merchant Navy Q4. What is Merchant Navy?

Officers, Supervision and Control of the allied offices Ans. Merchant Navy is a Global Industry Centrally Controlled

under its administrative jurisdiction.& Monitored by IMO Conventions. There after each

Q9. What is CDC (Continuous Discharge Certificate)?Country has its own controlling authority e.g. D.G.

Ans. C.D.C means a Continuous Discharge Certificate-cum-Shipping India. The Merchant Navy is a non-combatant

Seafarer's Identity Document. This document certifies that commercial fleet, which deals with transporting cargo and

the person holding this is a seaman as per The International occasionally, passengers, by sea. Its fleet is therefore

Convention on Standards of Training, Certification and composed of passenger vessels, cargo liners, tankers,

Watch keeping for Seafarers (STCW), carriers, as well as other special types of vehicles. A career

1978, as amended 1995. Every in this field is full of adventure and long voyages to exotic

seafarer must carry this document places. Trained people are required for the three main

while on board, which is also an departments of the ship the deck, the engine and the

official and legal record of his sea service department. There are, thus, many career options

experience.that are available for any youngster that has dreams to join

Q10. Why pre sea training is the merchant navy.

required?Q5. What are the benefits of joining Merchant Navy?

Ans. Pre sea training is essential for Ans. Following are the benefits of joining Merchant Navy:

obtaining CDC. According to the 1. Getting paid to travel all over the world.

D.G. Shipping rules, the eligibility 2. Cadets get paid to get trained.

conditions for applicant seaman other 3. Most companies provide long paid holidays.

than Certificated Officers -4. Medical insurance for officers & their family.

1. An applicant for issue of CDC as 5. Most companies provide facilities to take families after a

Deck, Engine and Catering (Saloon)


Trainee shall have successfully completed the pre-sea Course except for any genuine reason and is sanctioned at training for ratings from an approved training institute as the sole discretion of the Master of the Ship. After the prescribed under sub-clause (b) of clause (ii) of sub-rule Course Completion there are 5 months working 2 months (2) of rule 28 of the Merchant Shipping (Standards of off, 4 months working 2 months off, 2 months working 2 Training, Certification and Watch keeping for Seafarer's) months off Schemes with Respective Shipping Companies.Rules, 1998. Q18. At what Circumstances Does the Admission get

2. An applicant for issue of CDC shall have undergone the cancelled?basic familiarization training and instructions as Ans. Here at KShip we follow a very clear policy of prescribed under sub-rule (1) of rule 33 of the Merchant transparency:Shipping (Standards of Training, Certification and Watch 1. Admission can be cancelled if the student is declared keeping for Seafarer's) Rules, 1998. medically unfit by our panel Doctor (approved by D.G.

3. In case of issue of CDC on compassionate grounds, the Shipping, India.) Director General of shipping may relax any or all of the 2. Candidate fails to pass the Qualifying Examination provisions of this rule except sub-rules (5) and (6) of this required of him to join the course. (E.g. Degree, rule in respect of all categories. Diploma, S.S.C, H.S.C).

Q11. What is pre sponsorship? Q19. What are the basic qualifications required for Ans. Pre sponsorship is an opportunity of job for the students merchant navy career opportunities?

before getting skilled for the particular job. The training is Ans. 10th Standard with minimum 40% marks in English.arranged according to the requirement of the company. Q20. Is it necessary to have PCM (Physics, chemistry & Company provides pre sponsorship due to high demand of Math's) to join merchant navy?skilled manpower in shipping industry. Ans. No, students can join Merchant Navy after 10th standard

Q12. Why company provides pre sponsorship? also if they have scored minimum 40% marks in English.Ans. Company provides pre sponsorship due to high demand of Q21. Can I join merchant navy after completing B.E.?

skilled manpower in shipping industry. Ans. yes, after B.E (Mech. /Elec. /Elex. / EEE/ETC/EI) can Q13. Why company sponsor for job only & not for the join Merchant Navy.

training expenses? Q22. Can I join merchant navy after completing Ans. There is an uncertainty for the company because student Diploma (Polytechnic)?

can join other company after completion of his training & Ans. yes, after Diploma (Mech. /Elec. /Elex. / EEE/ETC/EI) the company will have to bear a heavy loss if they pay the can join Merchant Navy. training expenses. Q23. Is DNS (Diploma in Nautical Science) a good

Q14. What is the benefit of pre-sponsorship? course to join merchant navy?Ans. Ans. Yes, DNS is one of the best course for the 12th standard

1. Job surety - Pre sponsorship gives surety to the students student as this course is having each & everything that a that after the successful completion of training, they will student want like just after the completion of DNS be absorbed onboard by the sponsored company. course(1 year) student's stipend starts & they became

2. Easy availability of bank loan - Pre sponsor letter helps financially independent. 12th appearing students can also students to avail the bank loan for their training as it is job apply for this course. surety letter so on the basis of this letter bank easily grant Q24. What is the salary for the training period in loan to the students. merchant navy?

Q15. Can we apply for Education Loan? Ans. On Pre ship training student will not get any stipend but as Ans. Yes, Students can apply for bank loan. There are some soon as on board training will start students will get

important reasons why bank easily provide loan for the stipend as per their respective courses. training:

1. Pre - Assured Job (Pre sponsor letter) 2. Highest Packages any Industry can offer. 3. Letters pertaining to the approval of courses. 4. References of Sanction of loan proposals for all banks.

Q16. Can we take our family on ship?Ans. Most companies provide facilities to take families after a

certain rank.Q17. Can we take leave during On - Board Course?

What are the Holiday Schemes after it?Ans. Students are not allowed to take leave during On - Board


Course GP Rating

ETO (Electro Technical officer)

GME (Graduate Mechanical Engineer)

DNS (Diploma in Nautical Science)

Percentage Required

40% with min 50 marks in English

60% with min 50 marks in English in class 10th or 12th.

BE with 50%/ Diploma 60% with min. of 50 marks in English in class 10th or 12th.

50% with min 50 marks in English in class 10th or 12th.

Age Limit 17½ - 25 17½ - 25 20 - 28 20 - 28

Stipend (approx)on board training

$250 - $400 $400 - $600 $400 - $600 $700 - $1000

Post of Joining Onboard

Trainee Seaman Trainee Deck Cadet

Trainee Electrical Officer Trainee Marine Engineer

Pre Sea Training

6 months 1 year 4 months 1 year

Eligibility 10th 12th B.E / Diploma (Electrical/Electronics)

B.E (Mechanical / Naval Architecture)

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Tel : +91 22 6121 4942, 31923345 | Fax : +91 22 6121 4950

Email : [email protected]|[email protected] |[email protected]|[email protected]

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Krishnamrutam Enterprises Private Limited

www.starboardstrategies.inLevel 13, Platinum Techno Park, Sec. 30A, Plot 17 & 18, Vashi, Navi Mumbai 40

Tel. : +91 22 6121 4942, 31923345 | Fax : +91 22 61214950 | Level 13, Platinum Techno Park, Sec. 30A, Plot 17 & 18, Vashi, Navi Mumbai 40

Tel. : +91 22 6121 4942, 31923345 | Fax : +91 22 61214950 | 0705, Maharashtra, India.


SailorStoriesThe Sex of a Computer

A retired sailor purchased a computer and began to learn all about computing. Being a sailor, he was used to addressing his ships as "She" or "Her". But was

unsure what was proper for computers. To solve his dilemma, he set up two groups of computer experts: one group was male, and the other group was female. The group

of women reported that computers should be refereed to as "HE" because: 1. In order to get their attention you have to turn them on.2. They have a lot of data but are still clueless.3. They are supposed to help you solve problems but half the time they are the problem.4. As soon as you commit to one, you realize that if you had waited a little longer, you could have had a newer and better model. 5. Size does matter. The group of men reported that computers should be referred to as "SHE" because: 1. No one but the creator understands their logic.2. The native language they use to talk to other computers is incomprehensible to anyone

else.3. Even your smallest mistakes are stored in long term memory for later

retrieval.4. As soon as you make a commitment to one, you find yourself spending half your paycheck on accessories for it.

Mate's Baby out

The young mate wanted sign off.

"What for?" asks the captain. The mate proudly announced,

"My fiancee gives birth to my baby."

“Young man," growled the captain. "You were needed at the keel-laying,

at the launching you are completely unnecessary."

Language Expert

The captain asked the new AB: "So you want to work for me?!"The AB plucked a smart salute and said, "Yes Sir"."Can you swim at all?"“No", the AB said, "but call for help in 23 languages? ? ."

Her Prerogative

Third Mate to the Captain : "Sir, why do most ships have female names?"

Captain : "Had you any idea how difficult are those ships to controll, you wouldn't ask... "

Nearest Shore

Panicking passenger is screaming: "Captain! The ship is sinking!! How far is it to the nearest land?"Captain: "About 1000 meters"Traveler: "which way?"Captain: "down"

Free Will for Booze

Captain to the OOW: Do you relly have to drink that rum all day??

OOW : No, Sir!I I do it absolutely voluntarily


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• •••••••••••••

Broad-based international Expert consultancyDry-dock managementshipping servicesShip inspectionsShip owning, and offshore Lay-up servicesServicesShip designTechnical ship management Ship owning joint venturesCommercial ship management, Crewing Solutions, Part ManningNewbuilding supervisionOne Stop Shipping SolutionsOffshore support services

Kship Offers -

Kship - Total Technical Management -

RPSL-MUM-249 | DGS/ENGG/DOC/14-INT-287

Your unique choice for a carefree shipping business

We need urgently the following officers and crew for various kinds of vessels

Value for money for the vessels owners, Safer ships for the seafarers Cleaner Oceans for the Adminstrators, That's what the kship is all about.

Mail your Cvs to : [email protected] or [email protected] Post it to Kship - Krishnamrutam Enterprises Private Limited

Level 13, Platinum Techno Park, Sec. 30A, Plot 17 & 18, Vashi, Navi Mumbai 400705, Maharashtra, India.

Requirement -

Master with min 15 mths experience

C/E with min 15 mths experience

C/O with min 15 mths experience

2/E with min 10 mths experience

2/O with min 6 mths experience, experienced chemical 2nd master may apply

Bosun, A/B, Motorman, Fitter preferby with PSCRB

All junior officers to be qualified in advanced tanker courses

For Offshore VesselsAHTS, PSUS, MPUs

•

•

•

•

•

•

•

Our unique offer includes

Full indian crewing and indian cuisine onboard

Wages at par with the best in the industry

Good promotion prospects

Family carriage for senior officers

Excellent in-house training on company's expenses including DG approved courses

Long term career growth plan for officers in shore

Diverse & expending fleet ships from world's leading ship owners

•

•

•

•

•

•

•

ACLASSABOVETHEOTHERS

Masters-FG, NCV / CE-FG, NCVChief Officers / Second Engineers Second Officers / Third EngineersThird Officers / Fourth EngineersTMEs And Deck CadetsOS, Bosun, Electricians, Fitters, and Welders

K-ShipSamudra Hitarth Satya Nishta

TM

With Best Complements From

K-ShipSamudra Hitarth Satya Nishta

TM

Masters-FG, NCV / CE-FG, NCVChief Officers / Second Engineers Second Officers / Third EngineersThird Officers / Fourth EngineersTMEs And Deck CadetsOS, Bosun, Electricians, Fitters, and Welders

We need urgently the following officers and crew for various kinds of vessels

All opinions expressed are those of the contributors. We do not take any responsibility therefor

Edited, Published & Printed by

for and on behalf of

Printed at

Padmanabha Hari Krishnan

Krishnamrutam Enterprises Private LimitedLevel 13, Platinum Techno Park, Sec. 30A, Plot 17 & 18, Vashi, Navi Mumbai 400705, Maharashtra, India.

Tel : +91 22 6121 4942, 31923345 | Fax : +91 22 61214950

Email: [email protected] | Website: www.starboardstrategies.net

Priya OffsetFlat No. 50/ 2373, Govt. Housing Colony, Gandhi Nagar, Opp. MIG Club, Bandra (E), Mumbai- 400051, Maharashtra, India.

Email: [email protected]

- Thomas Lovell Beddoes

To sea, to sea! our wide-winged bark Shall billowy cleave its sunny way, And with its shadow, fleet and dark, Break the caved Tritons' azure day,

Like mighty eagle soaring light O'er antelopes on Alpine height.

The anchor heaves, the ship swings free, The sails swell full. To sea, to sea!

- Thomas Lovell Beddoes

Starboard Strategies - The Only Indian Magazine For Maritime Management in India - Seventh Issue

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