A one day Seminar on “Anthropogenic Noise and It’s Impact on Marine Species – An Indian Perspective” is scheduled to be hosted by MILIT DIAT (DU), Pune on 05 June 2013.

World Environment Day is celebrated every year on 05th of June. To mark this occasion, Military Institute of Training (MILIT), Defence Institute of Advanced Technology (Deemed University) – DIAT DU located in Pune is scheduled to host this seminar.

We are aware that In the Oceans Underwater Noise Pollution is as Harmful as Oil Pollution. It makes us proud to know that MILIT DIAT (DU), has taken this initiative to host a seminar on anthropogenic noise (noise due to human activity) in the oceans and it’s deadly effects on marine species.

This seminar is expected to be very useful to personnel in Indian Coast Guard, Indian Navy, Ministry of Shipping, Ministry of Environment, Marine Conservation Specialists, NGOs, Academic Institutes, Ship Builders, Ship Operators, Fishing Community including common man.

Contact details for registration:

Coordinator: Cdr (Dr) Arnab Das

Mobile Phone No: 9665033463

Email: arnabdas1972@hotmail.com

Here is the brochure

A conference on “Technological Upgradation of Logistics & Improvement of Ports (TULIP)” was hosted by Confederation of Indian Industry (CII) and National Maritime Foundation (NMF) at Hotel Hilton, Chennai on 20 April 2013. The Conference commenced at 1000 hours and finished by 1730 hours.

Here are the highlights of the conference:

• Inaugural Session.
• Plenary Session I: Technological Upgradation of Ports.
• Plenary Session II: Logistics & Infrastructure Improvements.
• Colloquium (Group Discussion) and Presentation by the Group Leaders.

Inaugural Session

• Welcome Address – by Gp Capt (Retd) LV Mohan Das, Consultant, CII (Southern Region).
• Opening Address – by Mr PK Mohapatra, Past Chairman, CII (Southern Region) & Chairman, Corporate Social Responsibility Sub Committee, CII (Southern Region).
• Special Address – by Mr MLN Acharyulu, CEO, Marg Infrastructure.
• Address by Guest of Honour: Dr TS Sridhar, IAS, Additional Chief Secretary, Government of Tamil Nadu; Member, Local Advisory Board, NMF; Former Vice Chairman, Tamil Nadu Maritime Board.
• Concluding Remarks – by Cmde (Retd) S Shekhar, Regional Director, NMF.

Plenary Session I: Technological Upgradation of Ports

• Opening Address – by Cmde (Retd) S Shekhar, Regional Director, NMF.
• Modernization of Port Infrastructure in India – by Dr R Sundaravadivelu, Professor of Ocean Engg Dept, IIT Madras.
  • Ocean Engg Department of IIT Madras is actively involved in development of Deep Water Offshore Structures, Port Infrastructure to handle VLCC and 18000 TEU Vessels, Ocean Thermal Energy Conversion, Offshore Wind energy, Desalination.
  • Activities of IIT Madras in development of Port Infrastructure are:
    • Existing berths of ports are deepened to handle vessels with 12.5 m draft after undertaking feasibility studies in Kandla Port, Visakhapatnam Port, Paradip Port.
    • Setting up of second container and mega terminal at Chennai Port.
    • Setting up of Gopalpur Port Berm Breakwater.
    • Integrity tests to assess damage and monitoring.
    • Ground improvement by jet grouting and lime injection.
    • Setting up of sea walls with geotextile and gabion boxes.
    • Sand bypassing with groyenes to control coastal erosion.
    • Setting up of shiplifts, drydocks and floating docks.
• Technological Benefits of a Modern Port – by Capt LP Raman, Sr Vice President, Marg.
  • Benefits of Technological Upgradation of Ports
    • Reduce turnaround time of vessels.
    • Minimize pre berthing delays.
    • Improve cargo handling efficiency.
    • Cost optimization.
    • Better capacity utilization.
    • Reduce pollution.
    • Improve operational safety.
    • Enhanced port security.
    • Better revenue/earning.
  • Technological Innovations Around the World for Port Sectors.
    • Vessel Traffic Management – by a proactive Control Centre with inputs through Marine AIS, Direction Finder, Radar, Cameras etc.,
    • Harbour Pilot – using Portable Pilot Aids for safe navigation and docking assistance.
    • SSG (Seawave Slotcone Generator) Breakwater – electricity generation within the breakwater with integrated multiple reservoirs and multi stage turbines.
    • Automated Ship Mooring System – quick, safe, reliable mooring handling of ships without ropes in less than 15 seconds.
    • LNG – Offshore Turret Mooring System (for underwater transfer of LNG through subsea pipelines), Gravity Based Floating LNG Terminal, Storage and Re-gasification Terminal.
    • Automated Cargo Handling – using unmanned Automated Guided Vehicles, Automated Wagon Loading, Wagon Tipplers, Evacuators, Stacker Reclaimer, Cryogenic Tank Mounted Vehicles, Truck Loading Stations for LNG.
    • Innovations in Port Logistics – using Mobile Computing Devices, Analytic Software, Social Media.
• Sustainable Port Development – by Capt Rajesh Malhotra, CEO, Dredging Solutions.
  • Port is the Key Link for the Supply Chain.
  • Stake Holders of the Port: Harbour Authority, Terminal Operators, Port Workers, Railroads, Trucking Companies, Shipping Lines, Cargo Owners, Regulatory Agencies (DGS/MMD/State Maritime Board), Local Administration and Revenue, Navy and Coast Guard.
  • Ports play a major role in the economic development of the region/country through development of
    • Human Capital.
    • Critical Infrastructure.
    • Regional Competitiveness.
    • Environmental Sustainability.
    • Social Inclusion, Health, Safety, Literacy and other initiatives.
  • Economic Development of a Port: depends on Location of the Port, Connectivity and Access Points, Resources in Proximity, Political and Cultural Environment of the region.
  • Dredging is an essential part of port development and maintenance process; ports must avoid considering the cost of dredging as a wasteful expenditure.
  • Sustainability of Port.
    • Depends on the sustainability of the trade; this can be done by broadening the scope for evaluation of benefits and costs.
    • Defined Benefits: Better Infrastructure, Jobs Creation (Employment), Lower-cost goods for Consumers.
    • Defined Direct Costs: Cost of Port Infrastructure, Cost of Connectivity, Cost of Transport.
    • What is Not Defined ?
      • How benefits are distributed ?
      • Indirect Costs are often poorly understood or sometimes deliberately ignored.
      • How many Health related issues does Port Cargo contribute ?
      • What does it cost to treat Port Related Health Cases ?
      • What could be the cost to develop alternative waterfront ?
      • Finally, even if the costs are defined, Who is To Pay for the Costs ?
    • Ports and the Port Stake Holders should approach economic development holistically and progressively by leveraging its influence to
      • Build Human Capital.
      • Mitigate various impacts by helping to develop and support environment friendly ‘green’ technology.
      • Local Administration must create customer/user friendly environment to attract new business.
    • Areas that need attention/development
      • Conduct road shows in area adjoining port to help people understand hazards and mitigate.
      • Implement technology for absorption of NOx/SOx/CO2 and convert to Fuel and other by-products.
      • Use Solar, Wind, Wave Energy.
      • Ports must go beyond cargo movement to prove their value to stake holders.
      • Demonstrating local benefits beyond wages is increasingly important to justify cost of development, expansion and operation of Ports.
      • Ports should undertake studies for beneficial use of dredged soil; like development of new water front/island.

       

• Supply Chain Planning and Optimization for Efficient Port Management & Logistics – by Mr Rajbir Singh, Manager, The Logic Factory – Netherlands.
  • Business Objectives of Ports
    • To become the Most Favorable Port for national and international customers.
    • To increase throughput and meet capacity.
    • To become the Most Cost-effective Port by reducing costs.
    • To increase profit.
  • To Meet the Business Objectives, Ports have to
    • Plan – unfortunately most of the ports are presently weak in planning.
    • Operate and Execute across the Supply Chain – though operations are in full throttle, the executions are in fire fighting mode in most of the ports.
  • Information Technology plays a major role in Supply Chain Planning and Optimization for Efficient Port Management & Logistics in the following areas.
    • Planning:
      • Planning Levels: Strategic Planning (yearly to monthly), Supply Chain/Company Planning (monthly to weekly), Collaborative Scheduling (weekly to daily), Revision (daily to hourly on real time scheduling and alerting)  
      • Planning Process: Transforms Goals into KPIs (Key Performance Indicators); KPIs into Planning Decisions; Planning Decisions into Applications.
    • Operation: Import/Export Bookings; Allocation and Managing Priorities for Vessel/Berth/Crane/Crew/Yard/Inland Transport.
    • Tailor made IT Applications are available:
      • Quintiq – Planning and Scheduling for Optimized Production and Supply Chain.
      • NAVIS Express/SPARCS SAP/ERP – Port Management
      • Container Equipment Management System.
      • VTMS – Vessel/Vehicle Traffic Management System.
  • Benefits of IT Applications:
    • Cost Optimization, Revenue Optimization, Improve Customer Service, Visibility and Alignment, More Business Control, Improve Management Information.
    • Give flexibility to planners to achieve optimization through manual/semi automatic/automatic planning and decision support.
    • Tangible Value Addition and ROI (Return On Investment)
      • Supports planners with right tools to take ‘every time’ best decisions.
      • Synchronize and Optimize all planning activities of Vessels, Resources, Equipment, Yard Space, Rakes.
      • Save on cost by integration of planning all verticals, and from vessel till yard/rake.
      • Save on repositioning moves by active chain management.
      • Create centralized planning department/group.
• Question & Answer Session.
  • To a question whether Technology Upgradation of Ports is possible in a country like India, it was brought out that though the upgradation is possible, it may be a slow process due to high population.
  • To a question whether Karaikal Port would be upgraded to handle Capesize Vessels, it was told that the port is designed to accommodate, but dredging is necessary; upgradation is possible only if it is profitable.
  • Ports must provide facilities to vessels to dispose solid/liquid wastes without polluting the harbour.

Plenary Session II: Logistics & Infrastructure Improvements.

• Opening Address – by Gp Capt (Retd) LV Mohan Das, CII (Southern Region).
• Kattupalli Port – A Rising Port: by Mr G Gandhirajan, COO, Kattupalli Port, L & T.
  • L & T Shipbuilding Limited, a Joint Venture Company between TIDCO and L & T has developed an integrated Shipyard cum Port in Kattupalli.
  • Kattupalli Port is a all weather, 24/7 Navigation, Non-Major Port under the administrative control of Tamil Nadu Maritime Board (TNMB); the Port was inaugurated on 30 January 2013.
  • Port has a world class Container Terminal (KICT), with annual capacity of 1.2 million TEUs; road connectivity is available to NH 4, NH 5, NH 205.
  • KICT is operated by International Container Terminal Services Inc (ICTSI), a global operator from Philippines.
  • Kattupalli Port is now operational for handling Containers, Project Cargo, Break-bulk Cargo.
  • Kattupalli Port offers
    • Competitive Tariff.
    • Efficient Operations.
    • Quick Turnarounds.
    • Reliable Service.
• Containerization – Global View & Indian Emerging Scenario: by Mr Ennarasu Karunesan, Director & CEO, DP World.
  • Global Container Volume was 590 million TEUs in 2011; it is expected to be 780 million TEUs in 2015 and is further expected to reach 1 billion TEUs in 2020.
  • Asian region alone accounts for more than 50% of Global Container Volume.
  • Unfortunately containerization in India is only 22%; whereas In China it is 55%; in developed countries it is 80%; in developing countries it is 65%.
  • Ship Size: In the year 2000, it was 6000 TEUs; in the year 2010, it was 8500 TEUs; in the year 2015, it is expected to be 15000 TEUs.
  • Container Vessel Marco Polo of CMA-CGM, with a capacity of 16000 TEUs is already in operation.
  • Draft at Ports: the requirement was 13 meters in the year 2000; it was 14 meters in the year 2010; it is expected to be 15 to 17 meters in the year 2020.
  • Containers Handled in Asia in the year 2012: Malaysia – 20 million, Hong Kong – 25 million, Singapore – 30 million, China – 160 million; but in India, it was only 10 million.
  • Now Container Terminals in India are waiting for ships to come.
  • Container Trade Issues that need immediate attention
    • Non Availability of Last Mile Road Connectivity.
    • Under Utilized Inland Water Ways.
    • Lack of Coastal Shipping.
    • Inadequate Rail link.
    • Market Driven Tariff.
• Challenges on Car Export – by Mr G Raghuraman, General Manager – Exports, Hyundai Motor India Ltd (HMIL).
  • HMIL, Chennai is the largest car exporter in India.
  • HMIL exports an average of 2.5 lakh cars per annum to more than 120 countries around the world.
  • HMIL handles an average of 8 RO-RO Car Carriers in a month at Chennai Port.
  • Cars from HMIL have to travel a distance of 45 to 60 KMs by road through trucks/trailers to Chennai Port.
  • Challenges faced by HMIL to export cars through Chennai Port, that need immediate attention
    • Restricted Time Access – 2300 hours to 0500 hours only.
    • Limited Gate Access – Gate No 10 only.
    • Heavy Traffic Congestions.
    • Lack of Traffic Regulation inside the Port.
    • Delay in Vessel Loading Operation increases Logistic Costs.
    • Increase in TAT affecting Productivity.
    • Customs Examinations 24×7 – not available for DBK shipping bills.
  • Suggestions and Improvements projected by HMIL
    • 24 hours port gate opening for car exports.
    • Widening of roads inside Chennai Port.
    • Car parking capacity inside the port to be augmented to more than 20,000 cars.
    • Effective Traffic Control Regulations through ‘No Parking’ sign boards, Traffic Signals & Controllers at night.
    • 24×7 Customs Examination for DBK Shipping Bills for Exports.
    • Horizontal Development with paved ground more effective than multi-level car parking.
• Question & Answer Session.
  • To a question whether Kattupalli Port is fully functional, it was clarified that the Port is fully functional.
  • To a question why HMIL is not exporting cars through Kattupalli Port instead of Chennai Port, it was brought out that due to the agreement/contract signed between HMIL and ChPT, it is not possible to use Kattupalli Port.
  • To a question whether development of Hambantota Port in Sri Lanka would affect Indian Container Trade, it was brought out that Indian trade potential for containers is huge and it is not going to affect Indian trade in any way.
  • To a question on the response of ChPT to resolve the challenges faced by HMIL to export cars, it was told that widening of roads inside the port is expected to be over by year end; but remedy for other issues are not known.
  • To a question whether shipping/container handling charges are more than neigbouring countries, it was brought out that container handling charges are reasonably low and ChPT is even offering concession in shipping charges.

Colloquium (Group Discussion)

• Brief & Moderation – by Cmde (Retd) S Shekhar, Regional Director, NMF.
• Topic 1 – Stake Holders Perspective: Determinants for Conceptualizing a port – location – capacity – investments – high upfront CAPEX.
• Topic 2 – Operators Perspective: Scope for technological upgrades – human resources – enterprise resource planning – decision support systems.
• Topic 3 – Users Perspective: Constraints preventing international shipping from using Indian Ports – poor connectivity – outdated technology.
• Presentation by the Group Leaders.
• Issues brought out through Colloquium.
  • Stake Holders Perspective:
    • Port locations are decided by the availability of land, government support, trade potential, rail and road connectivity etc.,
    • Ports are not investor-friendly.
    • Port operations are not cost-effective.
    • Inefficient Supply Chain.
    • Lack of technology upgradation.
    • Poor labour management.
    • Irrelevant procedures laid down by Customs, Port Authority.
    • Skill development of port staff is needed.
  • Operators Perspective:
    • Coastal Shipping is needed.
    • Road connectivity has to be 100 %
    • Investors are not able to recover their investments due to duplication of port facilities or some ports are located too close.
    • Insufficient covered storage facilities inside the port for general cargo (container storage excluded).
    • Outdated harbour machinery, handling equipment – need upgradation.
    • Entry/Exit points in the ports are insufficient.
    • Safety, Security, CCTV monitoring, RFID tagging absent.
    • Shortage of Customs manpower.
    • Dredging is given least priority.
    • National Maritime Act is needed.
  • Users Perspective:Expectations of Ship Owners (including international ships) to visit Indian Ports.
    • Safe Draft is needed.
    • Quick Turnaround is needed.
    • Minimum pre-berthing paper work preferred: In the era of computers and internet, why forms are still need to be filled in quadruplicate with irrelevant information.
    • Ship Owners look for Cost-effectiveness.
    • Zero delay in activities of port is needed.
    • 24×7 Harbour facilities needed.

Thanks to Cmde (Retd) S Shekhar of NMF and Gp Capt (Retd) L V Mohandas of CII, for successfully hosting this one day conference.

National Maritime Foundation (NMF) – Chennai Chapter, Rotary Club of Madras Central Aadithya and Ethiraj College for Women jointly conducted ‘All Faith Memorial Service’ for Martyrs of Uniformed Services of Independent India on December 15, 2012 at Chennai.

Here are some photographs to describe the event.

This Memorial Service was attended by representatives from all walks of life and faith: NCC cadets in uniform, college students, serving and retired members of the Armed Forces, Rotarians, elite of the city including diplomats from US, Australia.

Guard of Honour to the Prince of Arcot, Mohammed Abdul Ali, the Chief Guest.

During this Memorial Service, holy verses from Bhagavad Gita, Bible, Guru Granth Sahib, Koran and Zend Avesta were recited by the respective religious scholars to all martyrs of uniformed personnel including the Armed Forces, Para military forces, Police etc., who made supreme sacrifice of their lives for their countrymen.

Thereafter distinguished members representing various organisations placed wreaths at the Altar.

Collective homage by the whole audience was paid with Army buglers sounding the “Last Post” followed by two minutes’ silence observed in memory of the martyrs of uniformed services of Independent India.

Prince of Arcot, Nawab Mohammed Abdul Ali emphasizes the need to shun violence and to live in a world of peace.

The Band of Ethiraj College deserves appreciation.

Finally, thanks to Commodore S.Shekhar (Retd), Regional Director, National Maritime Foundation (Chennai Chapter) for organising this event.

A Round Table discussion on “Security of Coast Line and Coastal Assets” by FICCI (Federation of Indian Chamber of Commerce and Industry), TNSC (Tamil Nadu State Chapter) Maritime Strategies Panel in association with the Chennai Chapter of the NMF (National Maritime Foundation) was convened on 10 August 2012 at Seafarers Club, Chennai. This turned out to be a Brain Storming Session on Coastal Security and also during this session INSARFO (International Search And Rescue Facilitation Organisation) was unveiled.

Mr P Murari, IAS (Retd.,), Advisor to FICCI President & Former Secretary to President of India was the Chief Guest.

Representatives from the Indian Navy, Indian Coast Guard, L & T Shipyard, NSRY Kochi, Industry participated in the session.

The Session (1030 to 1300 hours) details:

• Opening Remarks: by Commodore (Retd) S Shekhar, Convenor, Maritime Strategies Panel – FICCI Tamil Nadu State Council & Regional Director, NMF.
• Presentation on Perimeter Intrusion Detection Systems: by Commodore (Retd) KP Ramachandran, VSM.
• Presentation on Patrol Boats: by Baung Utara Sdn Bhd (BUSB) from Malaysia.
• Open House Discussions.

Unveiling INSARFO:

• Need for INSARFO:
  • The recently concluded Second International Search And Rescue Conference – ISAR 2012 at Kuala Lumpur from 3 to 5 July 2012 highlighted the gaps existing in the present Global SAR functions.
  • SAR operations required for Land, Sea and Air are different in terms of assets needed (aircrafts, ships, road transport); services to be provided (medical, shelter, food, water); Command and Control Centre to integrate the assets, human skills, technology – data base management, satellite – pictures, communication, global positioning system etc.
  • During a disaster/SAR, the people nearby/volunteers are the first to reach and extend help.
  • INSARFO is needed to supplement existing organisations in creating a body of SAR professionals who are well trained and ready to assist formal and official organisations in the effective delivery of SAR functions.
• Proposed structure of INSARFO:
• Initiating Organisation: to commence ground work in the respective countries and to identify National Convenors.
• National Convenors: have to interact and seek support of government/industry/social service organisations in the respective countries.
• Rule Writing Group comprising Convenors collectively:
• Draw up the charter of duties, functions and responsibilities of INSARFO.
• Initiate membership drive, fund raising, setting up permanent establishment etc.
• On approval of draft constitution of INSARFO, the organisation is launched and starts functioning.
• Road Map and proposed Action Plan:
• Step 1: International Convening Organisation – an independent organisation with professional knowledge, experience and infrastructure is needed to take up this role; Global SAR Resources Sdn Bhd, Kuala Lumpur, Malaysia is the most suitable organisation to take up this role immediately; Major (Retd) Murali Bhaskaran, RMAF, Founder CEO has initiated steps to register INSARFO as NGO in Malaysia; Commodore (Retd) S Shekhar, Founder Director of JMPS Sanjivini Consultants (Pvt) Ltd, Chennai, India is rendering all necessary assistance.
• Step 2: CEO, INSARFO – would identify neighbouring countries having SAR capabilities; would identify suitable organisations/individuals to be designated as National Convenors of INSARFO.
• Step 3: On getting sufficient number of individuals/organisations (from Malaysia and neighbouring countries like India, New Zealand, Japan, Brunei, Indonesia) would commence preparing draft constitution for INSARFO; simultaneously National Convenors of the respective countries would commence setting up of national bodies within the acceptable framework of International Convening Organisation.
• Step 4: The Constitution of INSARFO be ratified, adopted and promulgated at ISAR 2013 at a mutually convenient venue.
• Step 5: Progressively INSARFO through its constituent National Chapters would demonstrate its commitment, competence for the effective performance of SAR functions to global standards leading to recognition by UNO (United Nations Organisation) and granting of Consultant status.
• Nomination of Convenor, Indian Chapter of INSARFO
• Maritime Strategies Panel (MSP) of FICCI, Southern Region was proposed as the Indian Chapter of INSARFO.
• FICCI National Body would further steer the formation of Indian Chapter of INSARFO through the appropriate organs of the Government.
• MSP – FICCI – SR would further identify suitable professionals and academic institutions to take on necessary functional responsibilities in consultation with the International Convening Organisation in Kuala Lumpur, Malaysia.

Presentation: Perimeter Intrusion Detection Systems (PIDS)

• Smartdec is Perimeter Intrusion Detection Systems (PIDS) that is designed and developed for surveillance of remote areas.
• Smartdec uses four basic components: Detector; Base; Handheld; Command Center Software.
• Detectors are compact, portable, battery powered (can operate upto 400 days without recharge/replacement).
• Advantages of using Smartdec PIDS: wireless; wide area coverage; battery powered; easy and fast set up, relocation; automatic network creation without configuration; inconspicuous, variety of camouflages; tampering detection; encrypted communication; reduced operation/maintenance cost.
• More details of Smartdec Perimeter Intrusion Detection Systems (PIDS) are available at: Remote Monitoring System – DEFENDEC.

Presentation: Patrol Boats – Baung Utara Sdn Bhd (BUSB) from Malaysia

• BUSB boats use combination of aircraft technology and marine technology; these composite boats are built by using laminated special GRP and FRP layers with marine grade Aluminium Alloy.
• BUSB boats are lighter in weight; stronger than steel, bullet-proof; better fire-retardant; need low maintenance.
• The smaller boats weigh as less as 700 kg, have speed upto 40 knots with 9 hours of endurance and can safely operate with 0.2 meter draught.
• 4 stroke petrol OBMs are used to propel these boats.
• These boats can be easily transported by road, air for quick deployment in coastal areas at short notice.
• Some of the boats shown in the presentation were: BU 600C ‘Toman’; BU 1100C ‘Sebarau’; BU 1300C ‘Tiger Shark’; BU 1500C ‘Paus’;
• BUSB also provides training courses in: Boat Handling; Boat Maintenance; Boat Operations; Tactical Navigation; Tactical Instrumentation.
• Services provided by BUSB are: After Sales, Spare Parts, Maintenance, Repairs, Consultancy.
• More details of these boats are available at: Baung Utara Sdn. Bhd.

Open House Discussions:

• Coastal Security
• Patrol Boats:
• As type of coastal surveillance varies from coast to coast in India, the parameters for the patrol boats must be specified and then the boat manufacturers must be approached to build suitable patrol boats.
• Though BUSB Composite Boats may be suitable for deployment at short notice, crew comfort must be adequately provided for long-term, sustained use.
• OBMs with diesel as fuel must be introduced for the Indian Market.
• Private boat builders in India are discouraged to supply patrol boats to the Government agencies due to lengthy, unusual procedures.
• Fishermen: the potential of fishermen to act as ‘eyes and ears’ at sea to collect intelligence must be maximised.
• Coastal Environment: protecting the coast from pollution must be part of coastal security.
• Perimeter Intrusion Detection Systems (PIDS): Representatives from L&T Shipyard at Chennai and NSRY, Kochi appreciated the capabilities of the system.
• INSARFO
• Though the existing global SAR network is effective, there is always a scope for improvement through INSARFO to train, provide necessary human skills for SAR operations.
• SAR at Sea
• Ships deployed must have mortuary/facilities to preserve the bodies recovered at sea.
• Personnel deployed for this task must be adequately trained to handle the victims.

Here are some more photographs:

Thanks to FICCI and NMF to organise this Round Table Discussion at Chennai.

A conference on “Coastal Shipping, Inland Waterways & Surveillance” was hosted by Confederation of Indian Industry (CII) and National Maritime Foundation (NMF) at Hotel Le – Royal Meridian, Chennai on 23 June 2012. The theme of the conference was “Engaging Rivers – Exploring Coastlines – Enriching India”. The Conference started at 1000 hours and finished by 1730 hours.

HE Shekhar Dutt, SM, IAS (Retd), Governor, Chhattisgarh was the Chief Guest.

The conference went on with:

• Inaugural Session.
• Plenary Session I: Coastal Shipping – Potential and Challenges.
• Plenary Session II: Inland Waterways.
• Plenary Session III: Role and Development of Non Major Ports.
• Plenary Session IV: Tourism, Fisheries & Marine Sports.
• Question & Answer session for each Plenary Session.

Inaugural Session

• Opening Address – by Mr B Santhanam, Dy Chairman, CII (Southern Region) & Managing Director, Saint – Gobain Glass India Ltd.
• Theme Address – by Mr B Sridhar, Co-Chairman, CII National Committee on Shipping and Director, Bengal Tiger-Line (India) Pvt Ltd.
• Address – by Vice Admiral (Retd) Pradeep Kaushiva, UYSM, VSM, Director, NMF.
• Special Address – by Dr C Sylendra Babu, IPS, Additional DGP, Coastal Security, Tamil Nadu.
• Address by the Chief Guest – HE Shekhar Dutt, SM, IAS (Retd), Governor, Chhattisgarh.

Plenary Session I: Coastal Shipping – Potential and Challenges

• Domestic Shipping – by Mr S N Srikanth, Hauer Associates.
• Managing Near Coastal Waters in the Vicinity of Commercial Hinterland – by Mr Hrishikesh Narasimhan, Jt General Manager & Head of Production, L&T Heavy Engineering.
• Rising Containerization: Driving Force for Coastal Shipping – by Ms Asha Pillai, AMET University, Chennai.

Plenary Session – II: Inland Waterways

• An Agenda for Inland Waterways in India: A 5 Year Plan – by Mr Rajan Chhibba, CEO, Intrim Business Associates.
• Leveraging Inland & Coastal Waterways – by Mr Jackson Tan, Senior Manager, Yanmar Asia (Singapore) Pvt Ltd.
• Recent Initiatives and Future Plans – by Mr S S Mishra, Member Traffic, Inland Waterways Authority of India.

Plenary Session III: Role and Development of Non Major Ports

• Non Major Ports: Major Saviours ! – by Capt Suresh N Amirapu, Managing Director, Portman India Pvt Ltd.
• Energy Efficient Design of Ships – by Mr M S P Raju, Senior Consultant, DNV, Chennai.

Plenary Session IV: Tourism, Fisheries & Marine Sports

• Opening Remarks – by Session Chairman Mr V K Jeyakodi, IAS, Principal Secretary, Govt of Tamil Nadu.
• Marine Tourism & Sports: by Mr Ashok Thakkar, Chairman, Viking Shipping.
• Marine Coastal Pollution: by DIG S K Verghese, CSO (Ops), Coast Guard Regional HQ (East).

The Audience

Conference highlights:

• Inland Waterways:
  • has to be fully developed for safe navigation.
  • presently suitable fuel efficient crafts are not available for use in waterways.
  • the same priority given for drinking water and irrigation was not given for developing water bodies/water ways.
  • most of the waterways/canals are polluted, encroached due to neglect.
  • hurdles to clean up Chennai Waterways:
    • removal of organic dry sludge on the banks – 0.4 m thick.
    • removal of bottom sludge (faecal sludge) – 0.5 m thick.
    • removal of plastics, other pollutants, construction debris.
    • flushing possible only during monsoon as water flow is very poor in other seasons.
    • no means to stop continuous pollution taking place as stakeholders are too many and no one is accountable.
  • the Indian waterways need a novel method to clean as it is seasonal and the gradient is low; solid waste management needs to be implemented.
  • Project SWARAN Jal proposed to focus on 6 action areas:
    • S – Socio economically Mission critical projects; to successfully commercialise 4 mission critical integrated cargo transport projects for bulk cargo – coal, food grains, fertiliser, wood, other agri produce (rubber, pineapples, bananas, coconuts, onions), and over dimensional cargo for North East India.
    • W – Warehousing hubs on water on PPP basis in 12 locations across India.
    • A – Accessibility to core social mobile services along waterways like Health Care, Fair Price Shops (PDS), Retail, Tourism.
    • R – Roll On Roll Off services for Road Sector.
    • A – Assestisation of River Embankments.
    • N – Network of Cargo Routes seamlessly integrated with coastal shipping; to crate at least 10 major point to point liner river-sea routes for manufactured goods – cars, tractors, FMCG etc.,
  • Inland Water Transportation (IWT) Authority:
    • total length declared in 5 National Waterways is 4382 km by IWT.
    • a new national waterway (121 km) is under consideration to be declared as NW6 from Lakhipur to Bhanga in the stretch of Barak River.
    • despite inherent advantages, IWT is not considered relevant in the logistics chain in India.
    • logistics solutions are limited to Rail and Road.
    • wherever IWT had natural advantage it thrived; even flourished without State support like in Goa, Haldia-Kolkata lighterage operation.
    • proposed strategy to attract Private Participation: NW1 – coal for power plants, fertilizers; NW2 – project cargo for hydro power plants in Arunachal Pradesh, POL for refineries in NER, food grains; NW3 – container cargo.
  • CII and NMF as a joint forum can help to develop waterways.
• Coastal Shipping:
  • has not received the right attention and priority to use 7517 km of vast Indian coastline, as a cost effective means of transportation.
  • regulatory issues, fiscal issues are to be streamlined.
  • whether Indian ports can play a pro active role to promote coastal shipping ?
  • sea ports must have separate zones for domestic cargo/international cargo movement like domestic/international terminals in air ports.
  • strengths/weakness of ports located very closer like Chennai/Ennore, Kolkatta/Haldia, Visakhapatnam/Gangavaram are to be analysed for optimum use as logistic hubs.
  • a sustainable maritime cluster for coastal shipping can exist only if the water front is driven away from the Formal Regulated Sector into the Semi Regulated Informal Economy.
  • sustainable coastal shipping requires a wide ‘marine face’ connecting waterfront to the land in more points than just a port; cleaning our waterways is the easiest means to achieve it.
• Role of the Government:
  • water is a huge rechargeable resource and has to be treated as a national asset.
  • the government did set up a working group in August 1992 under the Chairmanship of the Director General of Shipping with members from different Ministries/ organisations to develop Coastal Shipping; but the goal is yet to be achieved.
  • the government must limit itself to making policy decisions, framing regulatory guidelines and further encourage private players to run the inland/coastal transportation network by giving necessary incentives.
  • from the year 1967 discussions/plans are going on to revive the waterways in Chennai but unfortunately the goal is yet to be achieved in Tamil Nadu.
• Multimodal Transport:
  • need for integrating Inland Waterways and Coastal Shipping with Rail, Road Network:
    • rapid industrialisation, growing domestic market have resulted in rise in container traffic and containers are widely used in all types of transport networks.
    • development of a multimodal transport system as a single entity helps growth of all the four networks.
    • helps to set up a seamless transport network.
    • helps to be cost effective, time saving, environment friendly operation.
    • compared to road, water transport is 6 times more fuel efficient.
    • energy efficient ships (both in design as well as in operation) are available using latest technology.
  • user concerns to be addressed:
    • frequency, reliability and consistency of services.
    • availability of door to door multimodal services.
    • total multimodal transit time, inventory carrying costs.
    • seamless integration of transport modes.
    • administrative simplicity.
  • for multimodal operators:
    • income tax break has to be given to registered multimodal operators using domestic shipping.
    • road transport operators must be encouraged to take benefits to become multimodal operators.
    • incentives provided must be based on external costs saved.
• Use of Non Major Ports (NMP) for Coastal/Domestic Shipping:
  • NMPs perform better than Major Ports.
  • out of 187 NMPs only 47 are active and the remaining have to be developed to suit coastal shipping.
  • vessel related charges are too high in Indian ports and needs reduction.
  • centre-state-private partnership needs to be set up to develop NMPs in the following line:
    • setting up of breakwaters and dredging by the central government.
    • water front offered by the state government.
    • berths, operation and maintenance by private players.
• Marine tourism and sports:
  • India has a rich maritime heritage.
  • public awareness needs to be created.
  • youth must be encouraged to participate in marine sports like sailing, diving.
  • a submarine museum is being planned to be set up in Tamil Nadu.
  • a marina is being planned to be set up in Chennai.
  • a maritime tourism package SAMUDRAM (Seashore Archaeological Museums off the Dravadian Mainland) is going to be launched soon in Tamil Nadu covering Chennai, Mamallapuram, Alamparai, Sadras (Sadarangapattinam), Puducheri, Porto Novo (Parangipettai) and Keveripoompattinam.
• Marine environment protection:
  • pollution must be avoided.
  • strong legislation like ‘polluter pays for pollution’ has to be enforced.
  • oil spill contingency fund needs allocation.
  • private oil spill response agencies are to be encouraged.
• Fail proof surveillance of the coast is needed to ensure safe coastal shipping.

Yanmar Asia highlighted on how they are successful in ‘Leveraging Inland & Coastal Waterways’ by screening more video clips about their global presence in Japan, Indonesia, Brazil, Dubai.

Thanks to Cmde (Retd) S Shekhar of NMF and Gp Capt (Retd) L V Mohandas of CII, for successfully hosting this conference.

Malabar 2012, the bilateral exercise between Indian Navy and United States 7th Fleet is expected to be held off Chennai, Bay of Bengal/west of Nicobar Islands from April 9 -16, 2012.

Some interesting features of Malabar 2012 are:

• U.S. Navy – represented by
• Aircraft carrier USS Carl Vinson (CVN 70)
• Guided-missile cruiser USS Bunker Hill (CG 52)
• Guided-missile destroyer USS Halsey (DDG 97)
• Logistics ship UNNS Bridge
• Los Angeles-class submarine USS Louisville
• P-3C Orion aircraft
• Indian Navy – represented by (as reported by The Hindu)
• Guided missile frigate INS Satpur
• Guided missile destroyers INS Ranvijay and INS Ranvir
• Missile corvette INS Kulish
• Fleet tanker INS Shakti
• Maritime patrol aircraft Tu-142M and other rotary wing aircraft

Read more from

• U.S. Consulate, Chennai – Programs and Events: Malabar 2012
• The Hindu: Naval exercise with U.S. begins on Saturday

As usual, official press release from MOD/Indian Navy on Malabar 2012 is yet to be released.

A one day National Seminar on “Challenges to India’s National Security in 21st Century” was conducted on 26 March 2012 by Area HQ ATNK & K (Andhra Pradesh, Tamil Nadu, Karnataka and Kerala) of Southern Command of Indian Army and Department of Defence and Strategic Studies, University of Madras.

The national seminar:

• Welcome address by Dr. Utham Kumar Jamadhagni, Department of Defence and Strategic Studies, University of Madras.
• Distinguished Panel – 1
  • Keynote address by Lt. Gen. (Retd) Prakash Menon PVSM, AVSM, VSM, Ph.D; Military Advisor to National Security Council Secretariat; Govt. of India.
  • Special address by Shri R. Nataraj I.P.S; Chairman – Tamil Nadu Public Service Commission.
  • Presided by Lt. Gen. Subroto Mitra SM, VSM; GOC – ATNK & K Area.
  • Prof. Gopalji Malviya, Head – Department of Defence and Strategic Studies, University of Madras.
• Distinguished Panel – 2
  • ‘Challenges to India’s National Security in 21st Century’ by
    • Lt. Gen (Retd) S. Pattabhiraman PVSM, AVSM, SM, VSM; Former Vice-Chief of Army Staff.
    • Lt. Gen Anjan Mukherjee AVSM; Director – General, Financial Planning Army HQ, New Delhi.
  • ‘Challenges to National Maritime Security in 21st Century’ by Commodore Amar K. Mahadevan VSM; Naval Officer – in – Charge, Tamil Nadu.
  • ‘Coastal Security – CG Perspective’ by Deputy Inspector General B.K. Loshali, Coast Guard Regional Head Quarters (East).
• Question & Answer Session.
• Closing remarks by Dr. Utham Kumar Jamadhagni, Department of Defence and Strategic Studies, University of Madras.

Highlights of the Seminar:

• Present discussions on national security may hold good for a decade or two; looking beyond may be difficult and may not be meaningful.
• Geography and History of our neighbouring countries decide the type of threat.
• ‘Non – Alignment 2.0: A Foreign and Strategic Policy for India in the Twenty-first Century’ published on 30 January 2012 deals in detail about the national security challenges; India believes in partnership with other countries depending on the context: India may partner with China on climate issue, world trade; India may partner with U.S on nuclear proliferation and so on.
• As India is a responsible nuclear power, conventional threats are minimal. But non-conventional threats either indirectly or directly may come up.
  • Political and Societal threats affecting democratic and secular fabric of the nation.
  • Economic and Environmental threats.
  • Manmade disasters.
• Modernisation of Military: Though modernisation of Indian Navy, Indian Air Force, Indian Coast Guard are progressing well, modernisation of Indian Army is not upto the mark.
• China, Pakistan, Sri Lanka, Bangladesh
  • China: India and China are old civilizations; border disputes are being sorted out by bilateral talks.
  • Pakistan is no more a threat as they have enough internal issues to be sorted out; but will continue its ‘all weather friendship’ with China.
  • Sri Lanka: can not forget its geographical and cultural bond with India; though it has fought terrorism successfully, it has not done enough to live in peace; India’s vote in support of the resolution against Sri Lanka at the UNHRC on 22 March 2012 is value based.
  • Bangladesh: can not ignore its geographical and cultural bond with India.
• Let us find our own Indian solutions to our problems instead of depending on solutions from western or other nations.
• Human capital has to be developed.
• Federal Structure: The practice of compromising Rashtra Dharma for Coalition Dharma, may become a threat to national security in the long run.
• Need for setting up of Cyber Command, Space Command to neutralise attacks on India’s
  • Communication and Financial System.
  • Defence networks.
  • Transportation and Energy networks.
• Terrorism
  • Terrorism is a war by other means.
  • Terrorist thinks globally and acts locally.
  • Home grown terrorism is increasing and is mostly carried out by ‘lone wolf’.
  • The target of attack is closer to terrorist’s place of residence mostly within 30 kms of radius.
  • Effective day to day street policing can definitely postpone a terrorist act if not prevent it.

Internal Security:

• States need effective, adequate police force as State governments are responsible to maintain public order.
• Freedom can not be compromised in the name of security.
• Internal Security can only be successful by addressing core elements of Human Security: Economic Security, Food Security, Health Security, Environmental Security, Personal Security, Community security, Political Security.
• Factors to be considered.
  • LWE – Left Wing Extremism.
  • Religious fundamentalism.
  • Communal clashes.
  • Caste clashes.
  • Local disturbances due to social inequalities.
  • Illegal mining.
  • Land grabbing.
  • Cyber crimes.
  • Economic offences.
  • Anti – social behaviour.
  • Instant mobs.
  • Crimes to be checked: Street crime, neighbourhood crime, offset crime.
• Most of the internal security issues are human issues involving our own citizens and can not be prevented by use of (police) force alone as human rights awareness has increased. But these can be minimised/prevented by
  • Setting up Special Task Force for specific issues.
  • Socio-economic development.
  • Setting up Coastal Security Group as India is having a vast coastline of around 7500 kms.
  • Scientific crime investigations.
  • Effectively monitoring migrant population with existing laws.
  • Intelligence: Various intelligence agencies of Centre and States have to work together to evolve actionable intelligence at the right time.
  • Providing adequate resources to police.

Maritime and Coastal Security

• Around 4 million fishermen live in 3322 coastal villages/towns along the coast.
• Apprehended fishing boats by security agencies for violating International Maritime Boundary Line (IMBL) can be used for espionage and subversive activities in neighbouring countries.
• It is difficult to identify intruders coming in fishing boats due to their physical, cultural, linguistic similarity with neighbouring countries.
• 73 marine police stations are being set up in the first phase along the coastline.
• Mapping of coastal areas by marking marine police stations, check posts, fishing villages has been undertaken by Tamil Nadu, Kerala states and Lakshadweep administration; similar exercise is being done by other coastal states also.
• Multiple agencies involved in coastal security:
  • Ministry of Home Affairs, Ministry of Petroleum & Natural Gas, Ministry of Shipping, Ministry of Earth Sciences, Ministry of Agriculture, Ministry of Defence.
  • Indian Navy, Indian Coast Guard, Customs, Marine Police.
  • Intelligence agencies.
• Indian Navy
  • Is seen as a major stabilising force in the Indian Ocean’s Energy Supply Route not just for India alone but for the world at large.
  • Keeps vigil on narcotic traffic routes, illegal arms movement, human trafficking, terrorism, piracy in Indian Ocean.
  • Is always prompt to provide relief during natural disasters like cyclone, tsunami in the region.
• Indian Coast Guard
  • Keeps vigil on vast coastline of around 7500 kms and around 2.01 million sq kms of Exclusive Economic Zone.
  • Keeps vigil on violations in IMBL by fishermen.
  • Coastal surveillance:
    • Awareness on coastal security is being created in fishermen to gather human intelligence on coastal security.
    • 46 radar stations are being set up in light houses along the coastline.
    • 11 Remote Operating Stations (ROS), 3 Regional Operating Centres (ROC) are being set up with a Control Centre at Coast Guard Head Quarters.

Finally it is important to mention para 277 of ‘Non – Alignment 2.0: A Foreign and Strategic Policy for India in the Twenty-first Century’ on national security.

Threats to national security can no longer be addressed by simply having more armed forces and buying more military hardware. National security is deeply and intricately linked to the knowledge society and the knowledge economy, which at its core is multidisciplinary and highly collaborative. An ecosystem approach will encourage collaboration within government, and make it possible to leverage the assets in the rest of the economy for achieving progress in education, research, technology, cyber-security, and defence production.

The Audience

Federation of Indian Chambers of Commerce and Industry (FICCI), Tamil Nadu State Chapter has prepared an approach document to develop Tamil Nadu in the following five critical sectors: Energy; Agriculture; Social including health, housing, education, security; Industry and business; Infrastructure including roads, ports, airports, rail connectivity, multi modal transport.

Development of Tamil Nadu can not take place without developing the marine sector of Tamil Nadu as land-based resources are depleting. It is worth mentioning that the ancient Tamils, classified the land in five categories depending on the type of land: Kurinji (குறிஞ்சி) – mountain region; Mullai (முல்லை) – forest region; Marutham (மருதம்) – plains region; Neithal (நெய்தல்) – coastal region; Palai (பாலை) – desert region. Development of Tamil Nadu can be faster, only by exploring the coastal region.

Tamil Nadu with a coast line of around 1076 kms, ranks high in Maritime Potential Index (MPI – indicates the geographical dimension of the natural resources available due to proximity to seas and oceans), in Maritime Economy Index (MEI – indicates the development in maritime industries like fisheries, shipping, ship building, ship repair, harbours etc.,).

The first panel meeting of ‘Maritime Strategies’ was held on March 09, 2012 at Hotel Hyatt Regency, Chennai. The meeting was organised by FICCI, Tamil Nadu Chapter under the chairmanship of Mr P Murari, IAS (Retd.,), Advisor to FICCI President & Former Secretary to President of India. The meeting was convened by Commodore S. Shekhar, Regional Director, National Maritime Foundation (NMF) – Chennai Chapter.

The other participants in the meeting were: Commodore Vasan; Capt Avtar Singh; Capt Karnatkar; Capt Bhardwaj; Mr Venkatesh; Mr Palanivel; Mr Annamalai.

The meeting turned out to be a brain storming session and discussed the following:

• Infrastructure development:
  • location of ports: Ports are to be developed considering the long term utility; if ports are too close to each other, it may kill each other’s business potential; if ports are too far from each other, development of the state may be compromised (example – Gangavaram, Visakhapatnam ports at a distance of 15 kms).
  • Ship-repair yards: Though a Shipbuilding yard is being set up by M/s Larsen & Toubro at Kattupalli (north of Chennai), Ship-repair yard is not available after the closure of Chokhani Shipyard at Chennai in 1998.
  • Setting up of Ship breaking/recycling yards needs to be considered. Presently ship breaking/recycling yard is only in Gujarat.
  • Dredging: As part of maintenance/expansion, there is tremendous scope for dredging regularly in ports.
• Shipping:
  • Coastal Shipping: As road, rail transportation are saturated, it is better to develop exclusive ports for coastal shipping for transporting domestic cargo like coal, cars without the involvement of the customs and other cumbersome procedures.
  • Use of Barges: The concept of using barges for loading/unloading of cargo by anchoring bigger vessels at sea has to be looked into.
  • Restriction for the entry of merchant ships with anti piracy armed escorts in Indian ports needs to be looked into.
• Fisheries:
  • Indian fishermen face problems regularly with Sri Lankan Navy/fishermen.
  • Fishing is not fully explored by Indian fishermen as they lack modern deep sea trawlers and other logistics whereas it is being exploited by foreign fishing trawlers.
• Marine environment: Pollution by industries needs to be identified and stopped.
• Offshore wind energy: Tapping off shore wind energy has to be given priority to overcome power shortage.
• Maine Tourism:
  • Maritime Museum is expected to come up in north of Chennai with decommissioned Foxtrot class submarine, INS Vagli for visitors.
  • Samudram: Project Samudram (Seashore Archaeological Museums of the Dravidian Mainland) a maritime heritage tourism package proposal linking Chennai, Mamallapuram, Alamparai, Sadras, Puducherry, Porto Novo and Kaveripoompattinam is expected to be launched.
  • Development of Buckingham Canal as a waterway.
  • Cruise Shipping policy: Industry friendly policy is needed to boost tourism.
• Tamil Nadu Maritime Board: Needs to act as the nodal agency for maritime sector like Gujarat Maritime Board.
• Human Resource development: Tamil Nadu has many marine training institutes. This needs to be fully explored to attract the youth to become seafarers and to develop India as a top maritime nation.

Interestingly, Tamil Nadu has developed significantly in the marine sector. The following data gives the present maritime activity in Tamil Nadu.

• Tamil Nadu has 3 major ports: Chennai, Ennore, Tuticorin.
• Tamil Nadu has 24 non-major ports:
  • Government ports: Colachel, Cuddalore, Nagapattinam, Pamban, Rameswaram, Valinokkam, Kanyakumari.
  • Captive ports: Cheyyur, Ennore, Kattupalli, Kaveri, Kudankulam, Manappad, Marakkanam, Mugaiyur, Punnakayal, Parangipettai, PY-3 (Oil Field), Silambimangalam Shipyard, Udangudi, Thirukkadaiyur, Thiruchopuram, Thirukkuvalai, Vanagiri.
• Industries involved in captive port development of Tamil Nadu: M/s L & T Shipbuilding Limited, M/s Coromondel International Limited, M/s Marg Swarnabhoomi Port Private Limited, M/s Coastal Tamil Nadu Power Limited, M/s National Thermal Power Corporation (M/s NTPC), M/s Nagarjuna Oil Corporation Limited, M/s Goodearth Shipbuilding Pvt Ltd, M/s IL & FS Tamil Nadu Power Company Limited, M/s Hardy Exploration and Production India Inc, M/s PEL Power Limited, M/s NSL Power Limited, M/s PPN Power Generating Company, M/s Tridem Port and Power Company Private Limited, M/s Udangudi Power Corporation Limited, M/s Indian Gas Limited, M/s Nuclear Power Corporation of India Limited.
• Tamil Nadu has 13 coastal districts (Tiruvallur, Chennai, Kancheepuram, Villupuram, Cuddalore, Nagapattinam, Thiruvarur, Thanjavur, Pudukottai, Ramanathapuram, Thoothukudi, Tirunelveli, Kanyakumari) with 591 marine fishing villages.
• Presence of the Indian Navy in Tamil Nadu: Naval Officer In Charge, Tamil Nadu at Chennai; INS Agrani, Coimbatore; INS Rajali, Arakkonam; INS Kattabomman, Tirunelveli.
• Presence of the Indian Coast Guard in Tamil Nadu: Commander – Coast Guard Region (East) at Regional Head Quarters, Chennai; District Head Quarters (DHQ) – 5 at Chennai; Coast Guard Stations at Mandapam, Tuticorin; Maritime Rescue Coordination Center (MRCC) at Chennai; Maritime Rescue Sub Centre (MRSC) at Mandapam; Coast Guard Air Station (CGAS) at Chennai.
• Coastal Security Group of Tamil Nadu Police has 12 Marine Police stations, 87 check-posts, 5 outposts.
  • Marine Police Stations (MPS) are located at:  Nagapattinam, Vedaranyam, Keelaiyur, Adhiramapattinum, Sethubavachatiram, Manamelkudi, Thirupunavasal, Devipattinam, Mandapam, Tharuvaikulam, Kudankulam, Colachal.
• National Maritime Foundation, Regional Chapter is at Chennai.
• Marine Educational Institutions in Tamil Nadu:
  • Indian Institute of Technology – Madras at Chennai, Department of Ocean Engineering offering
    • M.Tech in Port Management.
    • E-Learning courses available/under development: CFD Applications in Marine Vehicle Design; Coastal Engineering; Design of Offshore Structures; Dynamics of Floating Bodies; Foundation for Offshore Structures; Health,Safety and Environmental Management in Petroleum and Offshore Engineering; Marine Survey; Ocean Acoustics; Oceanography for Ocean Engineers; Port and Harbour Structures; Ship Resistance and Propulsion; Vibration of Offshore Structures and Ships; Wave Hydrodynamics; Wave simulation, measurement and analysis; Analysis of Ship Structures; Design of Ship Structures; Experimental Methods in Ocean Engineering; Guidance and Control of Marine Vehicles; Marine Instrumentation; Naval Architecture for Marine Engineering and Nautical Science Students.
  • Indian Maritime University (IMU) at Chennai having the departments: Port Management; Nautical Science; Marine Engineering; Transport & Logistics (Business School); Marine Sciences; Maritime Law; Naval Architecture & Ship Building; Inland Water Transport. IMU offers
    • MBA in Port & Shipping Management; International Transportation & Logistics Management.
    • Port Courses in all functional areas of Port & Shipping Management in areas of traffic operations, finance, engineering, human resource management, general management,computer applications etc.
    • Post Graduate Diploma in Marine Engineering.
    • Diploma in Nautical Science (DNS).
  • Anna University of Technology – Coimbatore: The Institute of Maritime Education & Research offers B.E. Naval Architecture
  • AMET University, Chennai: offers UG/PG/Diploma Courses and Research in Marine Engineering.
  • Tamil Nadu Maritime Academy at Thoothukudi under the control of Tamil Nadu Maritime Board (TNMB).
  • Many private Engineering Colleges offering BE Marine Engineering courses and many private Training Institutes offering pre – sea courses are located at Chennai, Kalpakkam, Kancheepuram, Sriperumbudur, Chidambaram, Coimbatore, Kanyakumari, Kilakarai, Madurai, Tirunelveli, Vellore.
• National Institute of Ocean Technology (NIOT) is located at Chennai.
• Integrated Coastal and Marine Area Management Project Directorate (ICMAM PD), an office of Ministry of Earth Sciences (MoES) is at Chennai.
• Centre for Wind Energy Technology is at Chennai.
• Fishery Survey of India (FSI) is having an office at Chennai.
• Central Marine Fisheries Research Institute (CMFRI): having Regional Centre at Mandapam Camp; Research Centres at Chennai, Tuticorin; Field Centres at Cuddalore, Nagapattinam, Pattukottai, Kanyakumari.
• Marine Products Export Development Authority (MPEDA) is having an office at Chennai.
• Central Institute of Fisheries Nautical and Engineering Training (CIFNET), is having a unit at Chennai.
• Coastal Aquaculture Authority (CAA) is at Chennai.
• Tamil Nadu Government’s
  • Fisheries Institute of Technology and Training (FITT) is at Muttukadu in Kancheepuram.
  • Fisheries College & Research Institute (FCRI) is at Tuticorin.
  • Fisheries Staff Training Institute is at Chennai.
  • Extension and Training Centres of Fisheries Department are at Nagapattinam, Madurai, Mandapam and Colachel.
  • Proposal to set up a Fisheries University in the coastal Nagapattinam district at a cost of Rs. 30 crore.

I thank FICCI and NMF for taking this initiative to develop Tamil Nadu as the ‘Numero Uno Maritime State of India’.

The first-ever U.S. Ports and Maritime Technology Trade Mission is presently on visit (February 17 – 24, 2012) to Kolkata, Chennai, Ahmedabad and Mumbai to explore the opportunities in the Ports and Maritime Technology Sector in India.

An interaction with the Trade Mission was organized by The Madras Chamber of Commerce & Industry (MCCI) in association with U.S. Commercial Service, Chennai on February 21, 2012 at The Raintree Hotels, Chennai with Shri G.K. Vasan, Minister of Shipping, Govt of India as the Chief Guest.

The Programme details:

• Inaugural Session.
  • Welcome Address: by Mr T Shivaraman, Vice-President, MCCI.
  • Keynote Address: by Mr Francisco Sanchez, Under Secretary for International Trade, U.S.
  • Inaugural Address: by Shri G.K. Vasan, Minister of Shipping, Govt of India.
  • Vote of Thanks: by Mr J. Krishnan, Chairman, Expert Committee on Logistics, MCCI.
• Introduction of the U.S. Ports and Maritime Technology Trade Mission: by Mr David McCormack, U.S. Foreign and Commercial Service.
• Addresses by
  • Mr Atulya Misra, Chairman, Chennai Port Trust.
  • Mr S. Velumani, Chairman & Managing Director, Ennore Port Ltd.
  • Mr Paul Antony, Chairman, Cochin Port Trust.
  • Mr G.V.L. Satya Kumar, Deputy Chairman, Visakhapatnam Port Trust.
  • Commodore I.N. (Retd) S. Shekhar, Regional Director, National Maritime Foundation.
• Questions & Answers Session.
• Vote of Thanks.

U.S. Ports and Maritime Technology Trade Mission is led by Mr Francisco Sanchez, Under Secretary for International Trade, U.S. The trade mission comprises of

• AECOM: provides professional technical and management support services globally to a broad range of markets including transportation, facilities, environmental, energy, water and government. 
• The Beckett Group: can help to build local economy by identifying export opportunities, determining cost effective transportation choices, prioritizing infrastructure needs, developing funding strategies and mentoring and igniting entrepreneurs.
• ContainerTrac, Inc. : experts in providing a fully automated, cell level accurate, in-yard container Position Detection System (PDS) to seaport and rail transportation sectors.
• DSC Dredge, LLC: is a world leader in portable dredges; manufactures cutter suction dredges of all sizes and applications; also provides dredge parts, dredging support equipment and overall engineering expertise.
• Ellicott Dredges: since 1885, world leader in producing standard or custom built dredges for ports and waterways; also provide design and machinery package to build dredges at local shipyards.
• Great Lakes Dredge & Dock Company: is America’s premier dredging contractor; they work worldwide to create, maintain and restore port and coastal assets including harbours, waterways, rivers, wetlands, beaches and storm-eroded shores by using specialized dredging equipment to excavate and transport underwater soils including silts, sands, clays and rock.
• International Research and Development Solutions, LLC: IRDS provides one stop results from a wide variety of expertise in Nation building; national security; homeland defense; bio-terrorism; cyber security; maritime/port security; joint operations centers; civil military support operations; logistics; systems integration; border and critical infrastructure protection; operations; doctrine; policy and much more.
• The Maryland Port Administration: MPA manages and oversees the six public marine terminals of the Port of Baltimore with a mission to stimulate the flow of waterborne commerce to provide economic benefit to Maryland citizens.
•  NTELX: for the U.S. government provides the world’s largest container tracking system, the first risk-based, import screening system that uses trade, transport, open-source and governmental data.
• Port of San Diego: was created in 1963 to develop, operate, maintain, control, regulate and manage the harbour and public lands along San Diego Bay; promotes export of automobiles, oil and gas turbines, project cargo and minerals to India as well as the import of windmill turbine components, steel, automobiles and project cargo from India.
• Rapiscan Systems: world’s leading security screening provider for threat detection using non-intrusive inspection methods.
• Thermo Fisher Scientific: has a mission to keep the world healthy, cleaner and safer; caters to the needs of pharmaceutical and biotech companies, hospitals and clinical diagnostic labs, universities, research institutions and government agencies, as well as in environmental and process control industries.

Scope for development in Indian Ports and coastal area.

• Chennai, Ennore, Cochin and Visakhapatnam seaports are going for massive expansion through Public Private Participation in infrastructure development, dredging, cargo/container handling, screening, tracking etc; however most of the development/expansion/maintenance requirements are available in the respective websites of the ports.
• Other areas are: development of inland waterways, marine tourism, marine sports.

Commodore Shekhar, Regional Director, National Maritime Foundation stressed the need for the above development

• by considering India emerging to play a global role.
• to achieve the National Maritime Agenda brought out by the Ministry of Shipping in January 2011.

Indian Coast Guard was formally inaugurated on 18 August 1978 as an independent armed force of the union with the enactment of the Coast Guard Act 1978 by the Parliament. However an interim Coast Guard Organization came into being on 01 February 1977. The motto of Indian Coast Guard is `VAYAM RAKSHAMAH -which means `WE PROTECT’.

Indian Coast Guard celebrated 35th anniversary on 01 February 2012. The press release issued by Ministry of Defence on this occasion is reproduced below.

The Coast Guard in its present shape was The Indian Coast Guard – ‘Focused on Maritime Safety and Security’

The Indian Coast Guard is celebrating its 35th anniversary tomorrow. Since its inception, the service has grown into a multi-faceted and vibrant force, maintaining ‘round the clock’ vigil in the Maritime Zones of India, by deploying its multi-role ships and aircraft.

Beginning with a modest inventory of two ex-naval frigates, the service today boasts of a force-level of 68 ships and 52 aircraft. During the past year, one ship, four interceptor boats, four Dornier aircraft and two Chetak helicopters have been commissioned into service, in addition to the establishment of six CG Stations and two Air Enclaves.

The Indian Coast Guard today, is on a path of rapid expansion, as a large number of state-of-art ships, boats and aircraft are under-construction at various shipyards/PSUs. The service is expected to attain a force-level of 77 surface platforms and 56 aircraft by end 2012. The Coast Guard will also have 42 CG Stations, four Air Stations and 11 Air Enclaves functioning all along the coast, by the end of 2012.

On the manpower front, the service has initiated several measures to augment its manpower viz. introduction of short service appointment for women officers and CPL holders, increase in number of recruitment centres, departmental promotions of outstanding Subordinate Officers and conduct of special recruitment drives.

As far as CG operations are concerned, an average of 18 ships and five aircraft are tasked daily, to keep the vast Exclusive Economic Zone (EEZ) and coastline under constant surveillance. Further, the establishment of Coastal Surveillance Network (CSN) is being progressed to boost the surveillance capabilities along the coastline. 46 CSN Stations are being set-up under Phase-I of the project.

Coastal Security has been on the fore-front of CG operations for the past few years. Today, Coast Guard stations and coastal marine police stations are functioning as ‘Hub and Spoke’ for information outflow. Standard Operating Procedures (SOPs) for coastal security of all the coastal States / Union Territories have been promulgated by the Indian Coast Guard. Synergy amongst various stake-holders is achieved by conduct of regular exercises and operations, and subsequent review of the SOPs. 17 such exercises and 19 operations have been conducted during the last one year.

The service has also formed a bond with fishermen, by conducting regular community interaction programmes, so that they act as ‘eyes and ears’ for coastal security. About 400 such community interaction programs have been conducted since Jan 2011. Provisioning of biometric identity cards for fishermen and uniform registration of fishing boats for precise identification at sea, is under progress.

Search and Rescue operations within the Indian Search and Rescue Region are undertaken by the Indian Coast Guard. Professional and dedicated efforts of the service have resulted in saving of 415 lives last year. A Search and Rescue exercise was also conducted off Mumbai on 14 Jan 12, in which international observers from seven countries participated.

The Indian Coast Guard has carved a niche for itself at the international level and is today recognised as a leading Coast Guard in the region. Institutionalized visits as per Memorandum of Cooperation/Understanding with Japan Coast Guard and Korea Coast Guard are being conducted regularly. On 29 Jan 12, a combined Indo-Japan Coast Guard exercise was conducted off Chennai. The Indian Coast Guard, also hosted a Capacity Building Workshop with ReCAAP (Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia) in Nov last year, at Goa. In addition, a bi-annual Joint exercise ‘Dosti’ is also conducted with the Maldives National Defence Force.

The Indian Coast Guard has evolved into a mature and highly capable maritime force with state-of-the-art ships, boats and aircraft. The theme of the Indian Coast Guard for the year 2012 is ‘Focused on Maritime Safety and Security’, which aptly reflects the commitment and resolve of the service, and is in tune with its motto ‘Vayam Rakshamah’ meaning ‘We Protect’.

HH/NN
(Release ID :79986)

Update:

Here are some photographs on Coast Guard Day celebrations from Press Information Bureau.

The Defence Minister, Shri A. K. Antony attended the Coast Guard Day celebrations at Coast Guard Headquarters in New Delhi on 01 February 2012. The Director General, Indian Coast Guard, Vice Admiral MP Muralidharan is also seen.

Indian Coast Guard decommissioned Inshore Patrol Vessels (IPVs) ICGS Ranijindan, ICGS Habbah Khatun and ICGS Avvaiyyar at Chennai on 06 January 2012. ICGS Ramadevi and ICGS Chandbibi were also decommissioned at Visakhapatnam on 19 January 2012. ICGS Jijabai and ICGS Kittur Chennamma were decommissioned on 27 June 2011. All these IPVs have completed more than 25 years of service.

The old IPVs already phased out/being phased out are: Jijabai (64), Chandbibi (65), Kittur Chennamma (66), Ranijindan (67), Habbah Khatun (68), Ramadevi (69), Avvaiyar (70), Tarabai (71), Ahalyabai (72), Lakshmi Bai (73), Naiki Devi (74), Ganga Devi (75), Akka Devi (76).

Now new IPVs for Indian Coast Guard are being built by Hindustan Shipyard Limited (HSL), Visakhapatnam. The construction details are:

• Phase 1: Five vessels with contractual delivery period as March 2008 to March 2009 (now revised as August 2011 to July 2012).
  • Yard No 1154: Launched on 28 May 2009 and now commissioned on 20 January 2012 as Indian Coast Guard Ship (ICGS) Rani Abbakka (77). The ship is named after ‘Abbakka Mahadevi’ the queen of Tulunadu of Karnataka who fought the Portuguese in the 16th century. She is considered as the ‘First Woman Freedom Fighter of India’. ICGS Rani Abbakka is based at Chennai under Administrative and Operational control of the Commander, Coast Guard Region (East).
  • Yard No 1155: Launched on 04 November 2009.
  • Yard No 1156: Launched on 15 May 2010 and named as ‘Rani Durgavati’ (79).
  • Yard No 1157: Launched on 06 November 2010 and named as ‘Rani Gaidinliu’.
  • Yard No 1158: Launched on 15 July 2011 and named as ‘Rani Rashmoni’.
• Phase 2: Eight more IPVs are also going to be built by HSL (Yard No 11165 to 11172) with contractual delivery period as August 2013 to May 2015.

The Rani Abbaka class, 50 M, 275 tons IPVs 

• are designed and built indigenously by M/s HSL.
• are built with light steel hull and have water jet propulsion system.
• are 51.5 metres long, 8.36 metres wide and have a draught of 4.55 metres.
• have most advanced navigational and communication sensors and equipment with Integrated Bridge System (IBS), Integrated Machinery Control System (IMCS) and an indigenously built Gun Mount with Fire Control System.
• have economical speed of 14 Knots, maximum speed of 31.5 knots with an endurance of 1500 nautical miles.
• are designed to carry one Rigid Inflatable Boat and two Geminis for Search and Rescue, Law Enforcement and Maritime Patrol.

Above ICGS Rani Abbakka photographs are from Indian Coast Guard website.

Here is the reproduction of Year End Review 2011 of Shipping released by the Ministry of Shipping, India (Released through Press Information Bureau, Release ID: 79210 dated 26 December 2011).

Maritime Agenda 2010-20 Launched
Fund Requirement for Shipping Sector Projected Rs. 90,519 Crore in 12th Plan
India Sri Lanka Ferry Service Launched
Government Identifies 23 Projects to Increase Ports Capacity by 236.63 MTPA

Year End Review

1. Maritime Agenda for the decade 2010-2020:

The Ministry of Shipping has launched Maritime Agenda 2010-20 in January, 2011. The Agenda is a perspective plan of the Ministry for this decade and gives a visit and road map for comprehensive development of the maritime sector. The overall vision of the Ministry as per the Maritime agenda aims towards navigating and steering the Indian Maritime sector realistically into the premier maritime nations of the world. This document basically presents an agenda in the Shipping Sector for consideration within overall objective to increase efficiency of the delivery system and overall pace of growth in the sector. Indeed, this is a path breaking document which will serve as road map for all ports (major as well as non-major ports) and the shipping sector during the decade 2010-2020

2. 12th Five Year Plan (2012-2017):

The Planning Commission constituted a Working Group on Shipping & Inland Water Transport for the formulation of Twelfth Five Year Plan 2012-17 under the Chairmanship of Secretary (Shipping). The Working Group in its report submitted to the Planning Commission has recommended the fund requirement of Rs.90,519 crores for the Shipping sector which includes Rs.10,499.00 crores as GBS, Rs.2340.00 crores State Govt. Funding and Rs. 77,680 as private investment/IEBR as per details given below:

(Rs. In crores)

Sr. No.	Major Head of Expenditure	GBS	State Govts.	Private Investment/ IEBR	Total
1	Ship Acquisition	-	-	60,000	60,000
2	Restructuring of the Regulatory Regime	546	-	-	546
3	DG (Shipping)	150	-	-	150
4	IMU	1,280	-	-	1,280
5	Training & Welfare	828	-	-	828
6	Seafarers Safety	30	-	-	30
7	Coastal Shipping	2,835	1,200	12,360	16,395
8	Multimodal Transport	-	-	-	-
9	Lighthouses & Lightships	790	-	-	790
10	IWT	4,040	1,140	5,320	10,500
	Total	10,499	2,340	77,680	90,519

3. Shipping Corporation of India:

The Shipping Corporation of India Ltd. (SCI), a Navratna company is the largest shipping company in India, owns a fleet of 81 vessels of 33 lakhs gross tonnage (GT) i.e. 58 lakhs DWT with a share of nearly 1/3rd of the total Indian tonnage. During the 11th Plan SCI proposed to acquire 62 vessels at a cost of approximately Rs.13,000 crores out of which they have taken delivery of 26 vessels so far. Out of the 62 vessels proposed for acquisition during the 11th Plan, they have placed orders for construction of 36 vessels with different shipyards and have acquired 3 Resale vessels. Except for the last two years (i.e. 2009-10 and 2010-11) when SCI’s profit was affected due to the global economic crisis, the SCI has been making profit of over Rs.800 crores for each of the previous 5 years i.e. from 2004-05 to 2008-09. SCI declared a profit of Rs.567.35 crores for the year (2010-11) ended March, 2011 and declared a final dividend of 25% on the paid up share capital in addition to the interim dividend of 30% paid during financial year 2010-11.

4. Cochin Shipyard Limited:

Year at a Glance:

2011-12 (April- November, 2011)

Delivered 3 Platform Supply Vessels.

Launched 2 Anchor Handling Tug Supply Vessels for Shipping Corporation of India on 19th July 2011.

500 T SWL Bollard Pull Testing Facility set up by Cochin Shipyard at Vizhinjam was dedicated to the Nation on 23 September 2011.

Financial Performance of CSL:

Cochin Shipyard continued its stellar performance for the fifth year in a row. The turnover for the year 2010-11 was Rs.1461.72 Crores as compared to Rs.1416.92 Crores in the last year. The net profit for the year 2010-11 was Rs.227.53 Crores as compared to Rs.223.04 Crores for the last year. This performance is creditable especially in the light of the withdrawal of government subsidy to shipbuilding since August 2007.

5. Central Inland Water Transport Corporation (CIWTC):

The principal activity of the Corporation is transportation of cargo by barges through Inland Waterways in the country and through the routes identified in the Protocol on Inland Water Transport between India and Bangladesh.

The Corporation also operates and maintains the biggest IWT terminals in the country i.e. T. T. Sheds at Kolkata apart from the terminals at Karimganj and Badarpur in Assam.

6. Major Achievements of CIWTC During The Year 2011 – 12:

During this year, agreements with regard to 11 (eleven) vessels of the Corporation for Bare Boat charter hire for 5 (five) years (+ extendable by 5 years) period have been signed. One number Oil Tanker – M.T. Naharkatia put on bare boat charter and the agreement would be signed shortly.

7. Directorate General of Lighthouses & Lightships:

Following schemes in the financial year 2011-2012 are under implementation:-

Establishment of Vessel Traffic Service in Gulf of Kachchh at a cost of Rs. 165 Crore. Establishment of National AIS Network (Rs.75.20 crore).

Automation of Lighthouses in Cochin, Chennai, Vishakhapatnam & Kolkata Lh Distt. (Rs.30.45 Crore).

Automation of Lighthouses in Port Blair Lighthouse district.

(Rs.6.52 crore).

Establishment of new Lighthouses at Chilka (Orissa Coast),

Rava (Andhra Coast), Barua (Andhra Coast), Maipura

(Orissa Coast), Markanam.

Establishment of five lighted beacons in A&N Islands.

Presently Directorate General holds inventory of 185 General Lighthouses, 1 Lightship, 23 Differential Global Positioning System (DGPS), 64 Radar Beacons (Racons), 21 Deep Sea Lighted Buoys & 2 Wreck Marking Buoys.

8. Inland Water Transport:

The development and maintenance of National waterways (NWs)1,2, & 3 (the Ganga, the Brahmaputra and the West Coast Canal) by providing/ upgrading/ maintaining Inland Water Transport (IWT) infrastructure namely fairway, navigational aids and terminals were continued by Inland Waterways Authority of India (IWAI).

An important highlight of 2011-12 was selection of a private agency for developing infrastructure and transportation of 3 million tonne per year of imported coal from Sagar/ Sandheads to Farakka power plant of NTPC Ltd through inland waterways for a period of 7 years and signing of Tripartite Agreement among IWAI, NTPC Ltd and Jindal ITF Ltd in August 2011 thereof. Success of this project may pave way for many other such projects which could revive the IWT sector on Ganga and Brahmaputra rivers.

Another significant activity was transportation of project cargo by inland waterways (through Bangladesh) for ONGC’s Palatana powerplant in Tripura which became possible due to declaration of Ashuganj as a new port of call under Indo-Bangladesh Protocol on inland water transit trade.

The proposal to use an alternative route bypassing Core Area of Sunderbans Tiger Reserve. This route has been made operational w.e.f 1st June, 2011, within a short span of 5 months. Besides helping in the preservation of the flora and fauna of the unique biosphere reserve of the Sunderbans, it will prevent poaching; illegal infiltration and facilitate enhanced vigil on Indo-Bangladesh border by Border Security Force.

Ro-Ro terminals at Wilingdon island and Bolghatty in Cochin Port Trust area to provide connectivity between NW-3 and International Container Transhipment Terminal, Vallarpadam commissioned in February, 2011. On an average, about 250 containers (TEUs) are being moved per day through this facility

In order to ensure safety of navigation in NW-1 & NW-2, DGPS stations are already established in Bhagalpur in NW-1 and Jogighopa in NW-2. New stations are being commissioned at Swaroopganj and Patna in NW-1 and Silghat and Dibrugarh in NW-2 shortly.

Under Kaladan Multimodal Transit Transport Project in Myanmar, construction of Sittwe port is in progress through an Indian contractor (M/s Essar Projects (I) Pvt Ltd). The IWT and Port components are targeted to be completed by June, 2013.

9. India Sri Lanka Ferry Service:

Pursuant to a Memorandum of Understanding (MoU) signed between India and Sri Lanka on 07 Janaury, 2011 in Colombo for commencement of passenger transportation by sea between the two countries, passenger ferry service between Tuticorin and Colombo has been started w.e.f. 13.06.2011.

10. Port Sector:

Government has identified 23 projects for award during to increase the capacity of ports by 236.63 MTPA (Million Tons per annum) with an estimated investment of Rs. 16,743.92 Crores under PPP mode.

A project for development of 4th Container Terminal on BOT basis was awarded to M/s PSA Mumbai Investment Pvt. Ltd. on 26th September, 2011.

A draft report of Working Group for Port Sector for the Twelfth Five Year Plan (2012-17) was sent to the Planning Commission on 3rd November, 2011 for consideration and approval.

Regarding Rail-road connectivity to Ports: The work of 18.3 Kms four-lane Elevated Expressway from Chennai Por4t to Maduravoyal on National Highway 4 is in progress. The work of Chennai-Ennore Port Road Connectivity of 29.3 Kms has been started in June, 2011. The work of 4-laning of Tuticorin-Madurai Road (NH-45B) with road length of 144 Kms has been completed. The 2-lane Port Connectivity to ICTT, Vallarpadam, Cochin has been completed and work of 4-lane connectivity is on near completion.

The work of Haridaspur-Paradip new railway line is in progress and likely to be completed by march, 2015. For Mormugao Port, doubling of Hospect-Vsasco Section rail-line, work is likely to be started.

11. India Maritime 2012:

In line with the fast pace development of Indian maritime sector and further developments required by Indian Ports for handling future cargo traffic, the Ministry of Shipping and Federation of Indian Chamber of Commerce & Industry(FICCI) jointly propose to conduct a mega event for the first time in the port sector titled “India Maritime-2012” during 17-20 October, 2012 at Goa. This event will provide a platform to shipping lines and organizations involved in the port infrastructure and management, cargo handling, ship builders and manufacturers, ancillary suppliers and other related service providers to showcase their capabilities.

12. Corporate Social Responsibility (CSR) for Major Ports:

Taking into account the economic, social and environmental impact of activities of the Major Ports on the society and the environment, 12 major ports in the country have been directed to create a mandatory CSR budget setting apart a certain part of their net profit every year towards activities mentioned in possible areas as at Annexure.

13. Multi User Liquid Terminal (MULT) project at Cochin Port Trust:

The Cochin Port Trust handles general, dry bulk cargo, fertilizers and oil cargo. The Ernakulam Wharf have 5 berths(Q5,Q6,Q7,Q8 & Q9) handling general and dry bulk cargo, Q10 handles fertilizers and three oil berths viz. Cochin Oil Terminal(COT), Non Tanker Berth(NTB) and South Tanker Berth(STB). Crude oil is being handled at the Single Point Mooring (SPM) facility provided by Bharat Petroleum Corporation Ltd.(BPCL)-Kochi Refineries(KR) and at Cochin Oil Terminal(COT). Petroleum Oil and Lubricants(POL) products are presently handled at COT Non Tanker Berth(NTB) and South Tanker Berth(STB). To avail deep water facilities, the Port is presently developing new facilities at Vallarpadam and Puthuvypeen area which have been declared as Port based Special Economic Zones(SEZ). The facilities which are recently developed/being developed include i) development of International Container Transshipment Terminal(ICTT) at Vallarpadam SEZ, (ii) development of Tank Farms at Puthuvypeen SEZ area for storage of crude oil received at the SPM and (iii) development of captive Liquefied Natural Gas Port and Regasification Terminal by M/s Petronet LNG Limited. In order to cater to these developmental plans, a Multi User Liquid Terminal(MULT) project at Cochin Port is under consideration.

Annexure

POSSIBLE AREAS OF ACTIVITIES UNDER CSR

(THE LIST IS INDICATIVE AND NOT EXHAUSTIVE)

(i) Drinking Water Facility.

(ii) Education.

(iii) Electricity Facility.

(iv) Solar Lighting System.

(v) Health and Family Welfare.

(vi) Irrigation Facilities.

(vii) Sanitation and Public Health.

(viii) Pollution Control Measures.

(ix) Animal Care.

(x) Promotion of Sports and Games including promotion of marinas.

(xi) Promotion of Art and Culture.

Environment Friendly technologies

Promotion of livelihood for economically weaker sections through forward and backward linkages.

Relief to victims of Natural Calamities like earthquake, cyclone, drought & flood situation in any part of the country.

Supplementing Development Programmes of the Government.

Non-conventional energy sources.

Construction of Community Centres/Night Shelters/Old Age Homes.

Imparting Vocational Training.

Setting up of skill development centres.

Adoption of Villages.

Taking action on points suggested by Ministry of Forest and Environment pertaining to Charter of Corporate Responsibility for Environment Protection for 17 categories of Industries.

Scholarships to meritorious students belonging to SC, ST, OBC and disabled categories.

Adoption/Construction of Hostels (especially those for SC/ST and girls).

Skill training, entrepreneurship development and placement assistance programmes for youth.

Building of Roads, Pathways and Bridges.

Entrepreneurship Development Programme (EDP).

Disaster Management Activities including those related to amelioration/mitigation.

Activities related to the preservation of Environment/Ecology and to sustainable Development.

MG/AS

(Release ID :79210)

Russian K-84 Yekaterinburg Nuclear Submarine in Dry Dock caught fire during repairs at a shipyard in the northwest Russian Murmansk Region on 29 December 2011. Fire was successfully contained without any loss of life and without any radiation leak. The K-84 Yekaterinburg nuclear submarine is one of seven Delta-IV class submarines, deployed in the Northern Fleet.

It is reported that wooden scaffolding around the submarine caught fire during repairs. As the anechoic rubber coating (a stealth feature to absorb sound from sonars) on the outer hull of the Yekaterinburg Delta-class nuclear submarine can also burn in dry environment, it must have taken considerable time to contain fire.

Read more

• from RIA Novosti: Russian nuclear sub fire put out.
• from RUS Navy: about Russian K-84 Yekaterinburg Nuclear Submarine.

Chennai is getting ready to face the very severe cyclonic storm ‘THANE’. Last year Chennai faced a similar severe cyclonic storm ‘Jal’ in November 2010.

Cyclonic storm ‘Thane’ formed over southwest Bay of Bengal has moved west-southwestward and lay centered near latitude 12.0⁰N and longitude 82.5⁰E, at 0830 hrs IST on 29 December 2011. The cyclone is about 270 km east of Puducherry, 250 km east-southeast of Chennai (Tamil Nadu).

The cyclonic storm ‘Thane’ is likely to move westwards and cross north Tamil Nadu coast between Nagapattinam and Chennai, around early morning of 30 December 2011.

Maximum impact of the cyclonic storm is expected to be felt near Puducherry.

Updates on cyclonic storm can be found out from Android mobile smartphone also, by installing free ‘Weather Underground’ application.

For more details, log on to

• Cyclone Warning For Indian Coast by IMD (India Meteorological Department)
• Weather Underground

Update: 30 December 2011

As predicted, Cyclone Thane caused extensive damage to Puducherry.

Read more from The Times of India: Cyclone Thane makes landfall between Cuddalore and Puducherry, devastates area

Here is the weather map from Weather Underground

National Maritime Foundation (NMF), Chennai Chapter in association with the Department of Defence and Strategic Studies, University of Madras (UNOM) and the Observers Research Foundation (ORF), Chennai Chapter conducted a Round Table discussion on “National Objectives – STRategic Imperatives of the Far East (NO STRIFE) at Chennai on December 09, 2011. Round Table discussions commenced at 1015 hours and concluded at 1315 hours.

Presently, China is the only Asian power to have a permanent seat in the UNSC (United Nations Security Council). India has bright chances to become a permanent member in UNSC. If India has to be a global player, India has to look towards ‘East’ also. India has to maintain friendly relations and remain as a trusted partner of the East Asian countries. Cooperation is needed in Political, Security, Economic, Socio-Cultural areas.

Here are some important East, South East, Far East nations for India: China, Cambodia, Indonesia, Japan, (North) Korea, (South) Korea, Malaysia, Myanmar, Philippines, Singapore, Taiwan, Thailand, Vietnam.

Asian and South Asian countries have their own associations. The associations and Indian links with these associations are

• ASEAN (Association of Southeast Asian Nations – founded in 1967) member states: Brunei Darussalam, Cambodia, Indonesia, Lao PDR, Malaysia, Myanmar, Philippines, Singapore, Thailand, Viet Nam. India became a dialogue partner of ASEAN in 1992. Regular ASEAN-India Summits are being held annually from 2002.
• ARF (ASEAN Regional Forum – established in 1994): Participants in the ARF are – Australia, Bangladesh, Brunei Darussalam, Cambodia, Canada, China, European Union, India, Indonesia, Japan, Democratic Peoples’ Republic of Korea, Republic of Korea, Laos, Malaysia, Myanmar, Mongolia, New Zealand, Pakistan, Papua New Guinea, Philippines, Russian Federation, Singapore, Sri Lanka, Thailand, Timor Leste, United States, and Vietnam.
• SAARC (South Asian Association for Regional Cooperation – founded in 1985) member states: Afghanistan, Bangladesh, Bhutan, India, Maldives, Nepal, Pakistan, Sri Lanka.
• BIMSTEC (Bay of Bengal Initiative for Multi-Sectoral Technical and Economic Cooperation – founded in 1997): BIMSTEC is a link between ASEAN and SARRC. The member nations are – Bangladesh, Bhutan, India, Myanmar, Nepal, Sri Lanka and Thailand.
• EAS (East Asia Summit) – First summit was held in 2005. Members are: Australia, Brunei, Cambodia, China, India, Indonesia, Japan, Laos, Malaysia, Myanmar, New Zealand, Philippines, Russia, Singapore, South Korea, Thailand, United States and Vietnam.

In addition, India has Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP).

India’s ‘Look East Policy’ came into existence in early 1990s. This policy needs to be fine tuned. NMF believes that while land borders divide the nations, oceans provide seamless connectivity to the nations. Hence, this ‘NO STRIFE’ Round Table discussions are significant.

Some interesting features of this Round Table discussion are:

• Context setting: by Commodore S Shekhar, Regional Director, Chennai Chapter, NMF.
• Opening Address: by Dr Gopalji Malviya, Head of Department, Defence and Strategic Studies, UNOM. 
• Inaugural Address: by Inspector General S P Sharma, Commander Coast Guard Region (East).
• Presentations by
  • Mr Ajit Singh, Consul General of Singapore.
  • Mr Matt Beh, Political Consul, US Consulate.
  • Mr N Sathiya Moorthy, Director, ORF.
  • Dr Utham Kumar Jamadagni, Defence and Strategic Studies, UNOM.
• The presentations were followed by Open House discussions.

I. Commodore S Shekhar of NMF

a. He set the context for the discussions as

• India’s positioning in the world stage.
• India’s expectations/possible sectors of interest: strategic, diplomatic, economic, technological, knowledge management.
• The ‘Far East’ in India’s calculus.
• The interests of other ‘stake holders’.
• The ‘NO STRIFE’ Road Map.

b. He expected from the discussions

• Clear understanding of issues involved.
• Identifying areas of potential ‘conflict’.
• Possible solutions for evolving a ‘No Strife’ approach.
• Road Map for implementing the possible solutions.

c. He also briefed about ‘Conflict’

• Conflict is a chain reaction of: Agreement – Difference – Disagreement – Violent Disagreement – Open Hostilities.
• Conflict arises from disagreements due to inconsistent: objectives, thoughts or emotions. 
• Conflict is within or among individuals, teams, departments, organisations, society at large, nations.
• Conflict can be one of value, attitude, behaviour, resource.
• Conflict exists when someone does not get what he expects or when he gets what he does not expect.
• Resolving conflict
  • Those whose needs are unmet ‘own’ the problem.
  • It is the ‘owner’ who must find the ‘solution’.
  • During the process of ‘resolution’, ‘ownership’ could change hands.
• Conflict Resolution: After individually assessing the situation, appropriate solution has to be determined by respecting rights of others without compromising own needs.

II. Summary of Round Table Discussions

a. Strategy

• There is lot of difference between ‘India of 1960s’ and ‘India of 2011’ in terms of economy, technology, military, space, human resources etc.,
• 21 century is viewed globally as ‘Asia’s century’ and India has a significant role to play.
• India’s ‘Look East Policy’ must be more constructive, objective, holistic and diplomatic with political realism and assertiveness to deal with relations.
• India’s ‘rashtriya dharma’ (national interests) must always be above ‘coalition dharma’ in formulating foreign policy.
• All actors in the East Asia region are important irrespective of their capability, size, intentions.
• There is competition between players like China, Japan, U.S, India to occupy strategic space in the East Asia region.
• Does India have the capacity, capability to reach and sustain in the East Asian region ?
• To understand better, one must look Sri Lankan issues with ‘Sri Lankan Eyes’ and similarly look into China issues with ‘Chinese Eyes’.
• Is India too much China-centric or too much pre-occupied with China in approaching East Asian regional issues instead of looking beyond ?

b. Diplomacy

• Diplomacy plays a major role to resolve conflicts between the nations.
• Diplomacy has played a major role to convince Australia to sell uranium to India.
• Diplomacy has succeeded in Vietnam through Mekong – Ganga Cooperation.
• China needs to be taken more as an ‘opportunity’ than to see as a ‘challenge’.
• India’s diplomacy has been mostly proactive and absorptive. Now it is becoming assertive.
• India lacks the following in diplomacy:
  • India is still hesitating to recognise Taiwan and North Korea. This is to please whom ?
  • In controlling the Chinese presence in Sri Lanka.
  • In controlling the Chinese presence in Pakistan Occupied Kashmir (POK).
  • Diplomacy can not be effective with insufficient manpower in foreign missions.
• If diplomats in foreign missions have to be productive,
  • They must know the local language.
  • They must be well-informed about the country and socio-cultural background.
• Archival details of the nation must be available in public domain, for the researchers and scholars to study the past. This helps to plan future course of action without repeating the past mistakes.
• A country can reduce defence expenditure by having more diplomats. Same time diplomacy without arms is like playing music without instruments. So, correct balancing is required.
• We need to learn a lot from China’s diplomacy.

c. Economy

• India’s potential in the South East Asian region in terms of economy and trade is much more than what is being estimated.
• Is there a fast-track platform to address the issues related to FTAs signed by India with East Asian countries ?

d. Security

• ASEAN views India as a credible, trusted regional power.
• Nations in the eastern region must encourage collaboration rather than confrontation, while attempting to achieve their respective national interests.
• External players (U.S, China, Japan, India and Russia) continue to show their interest in East Asia and South East Asia.
• Islamic fundamentalism, sea piracy are the areas of concern in the South East Asia region.
• Korean Peninsula, South China Sea, Taiwan Strait remain as flash points for conflicts. Code of Conduct is being evolved to reduce conflicts and to create ‘no strife’ environment.
• China’s presence in South East Asia and the Indian Ocean is increasing but China has to remain as a peaceful player.
• U.S interests in the East Asia region largely relates to Maritime Security, Non-Proliferation, Disaster Response and Humanitarian Assistance.
• ADMM Plus (ASEAN Defence Ministers’ Meeting) is being viewed by the U.S as an innovative mechanism to strengthen regional security and China too considers it as a platform to build mutual trust and cooperation. India is merely participating without initiating anything in this forum. 
• As far as India is concerned, China remains as a potential threat either short term or long term; it may not be a imminent threat or immediate threat.

e. Technology and Knowledge Management

• Print and electronic media play a major role in nation building. But the media does not cover the good work done by the governments in the front page.
• India’s 54 percent youth population is nowhere comparable with other countries.

Thanks to NMF, UNOM and ORF for organising this Round Table discussions.

Now time has come to highlight International Men’s Day if we need men as seafarers. It is celebrated on November 19th of the year.

This year’s theme is “Giving Boys The Best Possible Start In Life”.

In India, men demand “right to life” and “peaceful existence”.

What are their demands ?

Here are the demands as listed in their website “International Men’s Day, Nov 19th”

• Change in the attitude that injustice to men gives justice to women.
• Create a Men’s Welfare Ministry with the mandate to look into the welfare of men and boys.
• Make dowry law (Section 498a) bailable, and non-cognizable, which is overdue since last 8 years.
• Remove all sections of Domestic Violence Act that contradicts civil procedure code and make it gender neutral.
• Introduce stringent laws to punish women who file false cases to harass husbands and their families.
• Introduce legal provisions for protection of men from threats, abuse, blackmail and intimate terror by women.
• Make all Anti-Male laws gender neutral.
• Overhaul all maintenance laws to ensure that maintenance to a woman is based on the tenure of cohabitation and also based on the earning potential of that woman.
• Introduce stringent laws to enforce visitation and custody rights of men.
• Create Separate State Commission for Men (SCM) and helpline to counsel suicidal men.
• Remove the ban on men to contest in panchayat and municipal elections that has been imposed in certain constituencies so as to maintain free and fair elections, one of the basic principles of democracy.
• Amend all relevant laws to remove presumptions and give judiciary the freedom to apply its mind.

The above demands are very genuine considering the fact that Indian Society has changed a lot. 

Here are some interesting messages, as images:

Dynamics of Misandry: as seen by the present Indian Society, Media, and Law Makers.

Men’s Demand in Tamil

Download and read as pdf – Equality for Men: Myth or Reality

Read more from:

• Save Indian Family Foundation (SIFF)
• International Men’s Day, November 19th

Kudankulam Nuclear Power Plant (KKNPP or KNPP) located in Kudankulam of Tamil Nadu State is in the final stage of completion. The project cost to India in 2001 was estimated as US$ 3.5 billion. Now regular protests are going on to scrap KKNPP.

The present status of KKNPP are:

• Unit No 1 of 1000 MWe capacity has achieved 99.2 % of physical progress as on September 2011 and is expected to commence commercial operation in December 2011 (schedule date of commercial operation December 2007).
• Unit No 2 of 1000 MWe capacity has achieved 94.6 % of physical progress as on September 2011 and is expected to commence commercial operation in August 2012 (schedule date of commercial operation December 2008).
• Surprisingly, anti-Kudankulam Nuclear Power Project protest has gained momentum and has gone to that extent of stopping work in the plant. The protesters have erected a roadblock in front of the plant site to prevent entry of scientists and workers into the plant. This is likely to delay the commercial operation of the plant.
• The Department of Atomic Energy (DAE) has constituted an Expert Group of 15 specialists to interact with the government of Tamil Nadu and spokespersons of the people around KKNPP in Tamil Nadu.

Some unanswered questions:

• Is it fair to ask this plant to stop work, when it is nearing completion with Crores of Indian taxpayers money ?
• If the reason for protest is against use of nuclear energy to generate electricity, where were these protestors when the Indo – U.S Nuclear deal was discussed in Indian Parliament ?
• Kudankulam Port was developed (became operational in 2004) by Nuclear Power Corporation of India Limited (NPCIL) to set up KKNPP. Surrounding areas around Kudankulam were also developed. The local people have benefitted from these developments. Now when the project is nearing completion, why these protests ? There are media reports saying that these protests are triggered by foreign agencies.

Here are the major reasons for the protest and comments to the protests are given in italics:

1. Fear of accident and subsequent loss of life and property: Accidents do happen in land (railways, roadways, industries etc.,), air (airways), sea (marine accidents/pollution). Whenever accidents take place, safety audits are done to stop such accidents in future. Just because of occurrence of accidents, people do not stop travelling in Train, Bus, Aircrafts, Ships etc., and industries are not discouraged to expand.
2. Safety around the plant during operation: This is not the first nuclear plant to be set up in India or in the coast of Tamil Nadu. Madras Atomic Power Station (MAPS) is located in coastal town of Kalpakkam and has safely operated during Indian Ocean Earthquake and Tsunami in December 2004. Due to technological development, nuclear plant designs are being improved to minimise accidents. India has adequate expertise to address this issue.
3. Safety of the plant during earthquake and tsunami: Recent Fukushima nuclear disaster of March 2011 is being cited as an example to worry. The Fukushima plant is of 1970’s design and the magnitude of earthquake, occurrence of tsunami in Japan are not fully applicable to KKNPP. 
4. Loss of livelihood to fishermen: This is not the first nuclear plant to be set up in coastal area, now to worry about.

Here are the various clearances given by different agencies to develop KKNPP since 1983. What these protestors were doing, when these clearances were given ?

1. June & December 1983: Assurance on Pechipparai Water by Government of Tamil Nadu PWD.
2. September 1987 & February 1988: Clearance by Committee on Conservation of Seashore, Government of Tamilnadu, for location of Atomic Power Station at Kudankulam.
3. April 1989: 500 meters Shore line Clearance.
4. May 1989: Clearance from Ministry of Environment & Forest, Govt. of India.
5. July 1989: Clearance from Forest Department, Government of Tamil Nadu.
6. 1988-89: Environmental Committee Clearance by Environment & Forest Department, Government of Tamil Nadu State.
7. November 1989: AERB Clearance for Site Location.
8. October 2001: AERB Clearance for Site Excavation.
9. March 22, 2002: AERB Clearance for First Pour of Concreting of RAB.
10. April 09, 2002: AERB Clearance for First Pour of Concreting of RB.
11. June 15, 2004: AERB Clearance for Construction Beyond +17M Elevation for RB.
12. September 09, 2004: AERB – Civil Construction of Primary Containment of KKNPP-1&2.
13. March 10, 2005: AERB – Inspection report on grout efficiency of second mockup for Horizontal Tendon H-40.
14. August 30, 2006: AERB Clearance for Erection of Major Equipment.
15. September 23, 2006: AERB Permission to Start Grouting Operations for Horizontal tendons in IC Wall and Dome of IC for KKNPP-1&2.
16. June 22, 2007: AERB Clearance for Erection of Major Equipment for KKNPP-1&2.
17. June 30, 2011: AERB Clearance for Hot-Run of Kudankulam Nuclear Power Plant Unit-1.

The KKNPP location in the coast of Tamil Nadu is very much safe and the fear psychosis of local people of Kudankulam has to be removed by creating awareness about the safety aspects of KKNPP to give up these protests.

Read more

• from Business Standard dated October 09, 2011: M R Srinivasan – Why Kudankulam nuke plant is viable ?
• from Nuclear Power Corporation of India Limited (NPCIL): Safety of Nuclear Power Plants
• from Press Information Bureau dated October 20, 2011: Department of Atomic Energy Constitutes an Expert Group for Kudankulam Nuclear Power Project
• from Atomic Energy Regulatory Board (AERB) as pdf dated September 05, 2011: Report of High Level AERB Committee on Safety Review of Indian NPPs against External Events of Natural Origin

The Tata Grande IndiBlogger Meet was held at Regency Ball Room, Hyatt Regency, Chennai on 09 October 2011. WiFi connectivity was freely available to tweet, browse etc.,

This is the third blogger meeting attended by me at Chennai. Previously I attended UniverCell Chennai IndiBlogger Meet on 20 March 2010 and Microsoft IndiBlogger Meet on 08 June 2008.

Tata Motors theme for the meeting was “TATA Grande Dicor – Size Matters”. It was a brilliant idea of the Tata Motors to position, two Grande Dicor vehicles (one in the dining hall and one in the meeting hall) for the IndiBloggers to gain first hand information about this vehicle.

251 bloggers registered to attend this meeting but it seems all could not make it. I guess more than 150 bloggers were present.

The IndiBlogger Meet took off with this agenda:

Here are some photographs:

The registration towards finishing stage.

The IndiBlogger Meet in progress (you can see a Grande Dicor vehicle displayed next to screen).

The 49 Seconds of Fame by IndiBloggers.

IndiBloggers interaction with Tata Grande Dicor.

High Tea.

Interesting IndiBlogger interaction.

IndiBlogger forum discussion on: Chennai’s roads, fuel hikes and other Chennai matters.

IndiBlogger forum discussion on: Blogging – who has the biggest widget and other stuff.

IndiBlogger forum discussion on: Cars and Travel.

As size matters, it needs two banners to get full view of Tata Grande Dicor.

Finally before winding up, IndiBloggers posed for a group photo.

All IndiBloggers received T – Shirts also (front view). As size matters, I preferred to take the largest XXL size T – Shirt

T – Shirts (back view).

Thanks to Tata Motors and IndiBlogger for organising this wonderful event.

For more details on Tata Grande Dicor, log on to Tata Motors.

Durga Pooja 2011 celebrations concluded with the immersion of ‘Maa Durga’ in the Bay of Bengal at Palavakkam Beach, Chennai on the afternoon of 06 October 2011.

Here are some photographs:

Read more about Maa Durga from Wikipedia.

This is the last part of the SHIPS 2011 (Strategies, Human Resources, Infrastructure, Processes and Security) Conference with the theme ‘Build Ships – Build India’ hosted by Confederation of Indian Industry (CII) and National Maritime Foundation (NMF) at The Gateway Hotel, Kochi, Kerala on 27 and 28 September 2011.

The SHIPS 2011: “Build Ships – Build India” Seminar continued on 28 September 2011. Some interesting features of the second day seminar are:

• Morning:
  • Plenary sessions on Indigenisation, Shipyard Productivity.
  • Speakers of the seminar were honoured.
• Afternoon:
  • Panel Discussion was conducted as a colloquium by all participants formed into four brain storming groups to discuss on Policy, Productivity, Indigenisation and Human Resources.
  • Seminar was concluded with valedictory session.
  • A visit to Cochin Shipyard Ltd was arranged for a group of 25 to 30 delegates.

Day 2 Proceedings: 28 September 2011

Plenary Session V: Indigenisation

• Opening Remarks & Chair: Capt (Retd) SK Patnaik, Head – Marine Marketing Business, Larson & Toubro Ltd.
• “Warship Building in India – Present, Past and Future”: by Commodore Anil Kumar Saxena, Warship Production Superintendent, Mumbai.
• “Opportunities and Challenges in Warship Building in India – An Indian Navy Perspective”: by Commander Rajeev Sreedharan, Directorate of Naval Design, New Delhi.

Highlights

• India is having a glorious maritime heritage; but around the period of independence, India could not match the capability (to design and build warships) available with other countries; now India has built around 80 warships with 18 Indian designs.
• Presently Indian Navy has the largest pool of Naval Architects in the country with the capability to design all types of warships; also current warships are being constructed with 60% to 80% indigenous content; if the present trend continues, India can become a warship seller to the world.
• India’s core capabilities in warship design
  • Structural design.
  • Stealth.
  • Hydrodynamics.
  • Propulsion system integration.
  • HVAC (Heating, Ventilation, Air Conditioning).
• Earlier Public Sector Shipyards like MDL, GRSE, GSL were engaged in warship construction; now CSL and HSL are also engaged in warship construction.
• Features unique to Indian warship building
  • Extremely complex engineering activity that involves integration of equipment, systems of various manufacturers from India and other countries.
  • Undergoes frequent midcourse corrections due to technological advancements and to comply to the latest military strategy.
  • Prolonged financial sanction procedures followed by the government.
  • No significant learning curve benefits because of small batch sizes of warships.
  • Telescopic design and construction because of long gestation periods.
  • Thrust on indigenisation, to overcome possible ‘sanctions’ from other countries.
  • Slow decision making as the number of stakeholders are more.
  • Higher shipyard effort is needed to deliver the warship.
• Factors affecting development of indigenous material and equipment for warship building
  • Government:
    • Restricts production of many items by private industry to safeguard military interests.
    • Complicated and prolonged procedures set up by the government to procure material from vendors.
    • Overdependence on foreign OEMs for the supply of material.
  • Vendors:
    • Show least interest to indigenise materials/products as it involves huge investments and less volume of business.
    • Performance of most of the vendors are not satisfactory.
• Now Indian Navy has started placing orders to build low weapon intensive warships by private shipyards.
• What needs to be done further for warship building ?
  • Capacity expansion with modern shipbuilding techniques to meet the growing requirements of warships by the Indian Navy.
  • Shipyards have to improve productivity.
  • Synergise the strengths of Public Sector and Private Sector.
  • Develop a strong shipyard-vendor partnership.
  • Focus on R&D and Technology Development.
  • More government support for warship building.
  • Develop industry practices and processes to suit evolutionary nature of warship building.
  • Codify materials with Indian Standards (in line with global standards) to boost indigenisation.

Plenary Session VI: Shipyard Productivity

• Opening Remarks & Chair: Mr Antony Prince, President, GTR Campbell Marine Consultants Ltd, Nassau, Bahamas.
• “Productivity in Indian Shipyards – A Coast Guard Perspective”: by DIG Arun Shrivastav, Director (Material), Indian Coast Guard.
• “Warship Construction in India – Can enhanced shipyard productivity improve delivery periods”: by Capt M Nirmal Menon, Warship Production Superintendent, Kochi, Indian Navy.

Highlights

• Indian Coast Guard ships are being constructed by both Public and Private Sector shipyards; Indian Coast Guard faces problems in both type of shipyards for ship construction; there is a need to benchmark shipbuilding processes of Indian shipyards to global standards; this will help to improve the productivity of Indian shipyards.
• Problems faced in Public Sector shipyards
  • Lack of modernisation and automation.
  • Design capability not of international standards.
  • Delays in Planning and Procurements.
  • Low productivity.
• Problems in Private Sector shipyards
  • Commercial considerations play a major role.
  • Lack of quality control mechanism.
  • Low productivity.
  • Deviation from standard shipbuilding procedures.
• Common grey areas
  • Poor product support.
  • Lack of ancillary support.
  • Over-dependence on manufacturers based abroad.
  • Lack of quality and trained manpower.
• Advantages seen in foreign shipyards for shipbuilding
  • Great emphasis on use of jigs, frames, lifting tools, mock ups, templates etc.,
  • Automation.
  • Production dash boards available to monitor daily progress.
  • Emphasis on time, space and safety management.
• Post-launching build periods for warships are abnormally high in India; this leads to
  • Obsolescence of equipment.
  • Preservation of equipment till installation and commissioning.
  • Risk of losing warranty/guarantee.
  • Technology is outdated by the time warship is delivered.
• Reasons for long construction periods for warships in Indian shipyards
  • Design changes and midcourse corrections.
  • Complicated procedures lead to delayed approvals.
  • Lack of indigenisation and over-dependence on foreign suppliers.
  • Not following integrated ship construction.
  • Lack of Planning and Project Management.
• Modernisation needed in Indian shipyards to improve productivity.
  • Docks & Crane facility.
  • High capacity cranes.
  • Improved shop facilities.
  • Trained manpower.
  • Use of CAD/CAM and other IT solutions in shipbuilding processes.
  • Implementing integrated construction.

Plenary Session VII: Colloquium

All the participants were formed into four groups to discuss on the following topics as per their choice:

• Government Policy.
  • Uniform Inland Vessel Act for all states have to be promulgated like Kerala Inland Vessels Rules, 2010.
  • National level directory of ship builders, ship repairers, marine vendors must be compiled, published and to be updated regularly.
  • Government support must be extended to both private and public sector shipyards to market their products.
  • National Shipbuilding Corporation with representatives from maritime domain has to be established.
  • National Port Authority must be established to control the sea ports like Airport Authority of India
• Shipyard Productivity.
  • Shipyards must have state of the art design capability to ensure error-free, defect-free shipbuilding; ship designers must have practical exposure to ship building and seafaring to be good designers; a good design helps to reduce time and cost over run.
  • Shipyards must interact with each other to improve productivity.
  • Shipyards must have a strong vendor base to reduce procurement time and to procure quality material.
  • Improve project management skills to avoid rework/reduce process time. 
• Indigenisation.
  • Encourage reverse engineering to speed up indigenisation.
  • Encourage joint ventures with foreign manufacturers with full technology transfer.
  • Avoid L1 syndrome.
  • Encourage R&D.
• Human Resources.
  • Consider training as an investment.
  • Encourage multi-skilling.
  • Benchmarking is necessary at training level (for the training institutes) to maintain uniform skill level.
  • Assure career progression for the employees.

Valedictory Session:

• Valedictory Address: by Mr KKM Kutty, Past Chairman, CII SR and CEO & Managing Director Sealings & Jointings.
• Vote of Thanks: by Gp Captain (Retd) LV Mohandas, Head – IT & Internal Security, CII – SR.

More photographs are available in Flickr.

• SHIPS 2011: Plenary Session V – Indigenisation
• SHIPS 2011: Plenary Session VI – Shipyard Productivity
• SHIPS 2011: Plenary Session VII – Colloquium
• SHIPS 2011: Honouring Speakers
• SHIPS 2011: Valedictory Session

This is part 2 of 3 of the SHIPS 2011 (Strategies, Human Resources, Infrastructure, Processes and Security) Conference with the theme ‘Build Ships – Build India’ hosted by Confederation of Indian Industry (CII) and National Maritime Foundation (NMF) at The Gateway Hotel, Kochi, Kerala on 27 and 28 September 2011.

The SHIPS 2011: “Build Ships – Build India” Seminar went on with the following plenary sessions on 27 September 2011, after the inaugural session:

• Plenary Session I – Strategies: Intended to bring out the options available in India and to list the factors to emerge as a major world shipbuilding power; how to benchmark the shipbuilding industry in India; resources needed to achieve the national maritime objectives and the areas that need attention.
• Plenary Session II – Processes: Intended to assess the shipbuilding processes in public and private sector shipyards in areas such as ship design, shipbuilding, inspection, classification and certification; role of Information Technology (IT) in these processes and scope of up-gradation of these processes.
• Plenary Session III – Infrastructure: Intended to assess the present shipbuilding infrastructure in areas like physical infrastructure, connectivity, funding, financing, statutory and regulatory aspects.
• Plenary Session IV – Human Resources: Intended to develop a dedicated shipbuilding cadre to meet the technological advancements taking place in ship design, shipbuilding, manning ships including R&D for both warships and merchant ships.

Day 1 Proceedings (continued): 27 September 2011

Plenary Session I: Strategies

• Opening Remarks & Chair: Rear Admiral S Madhusudhanan, Flag Officer (SPV and AOB), Naval Head Quarters, New Delhi.
• “Ship Building – Why we are behind ? Strategies for growth”: by Mr Antony Prince, President, GTR Campbell Marine Consultants Ltd, Nassau, Bahamas.
• “Challenges of Building and Operating Marine (Assets/Crafts) in India”: by Mr Johnson Mathew, Chairman & Managing Director, Trans Asian Shipping Services Pvt Ltd.

Highlights

• Indian Shipbuilding comprises of Warship Building and Commercial Shipbuilding; it is unique as the shipyard has to sell first and then build the ship for the buyer.
• Shipbuilding has long gestation period, needs lot of funding, installs costly equipment and is labour intensive; this combination can become a disaster if not handled well; it is highly rewarding if handled properly; strategies are needed to make it profitable.
• National Shipbuilding Capability Index for the shipyards has to be brought out.
• Shipbreaking/recycling industry must not be neglected and the norms have to be set for this industry.
• India lags behind China, Japan, Korea, Vietnam, Philippines in shipbuilding and ship repair.
• What prevents India to become a world leader (like in IT) in Shipbuilding ?
  • Lack of Vision, Resolve and Management.
  • Lack of a ‘Sam Pitroda’ in Indian Shipbuilding.
• Shipyard’s Low Productivity and Delayed Delivery Schedules are preventing India to compete in the world shipbuilding market. The reasons are:
  • Lack of Management and Commitment.
  • Short term policies and Short term appointment of CMDs in Shipyards.
  • Lack of experienced design engineers, production engineers.
  • Lack of development in ship design technology and production technology.
  • Poor labour relations.
  • Outdated government policies.
  • Lack of support from Ship Owners (buyers), Classification Societies.
  • Buyers’ inexperienced supervisory staff.
• India’s ship design capabilities may be fairly good for warships but remains very poor for designs relating to merchant ships including Coast Guard ships.
• India is unable to use the latest IT tools in shipbuilding as India still lacks in basic ship design and production technology.
• Indigenous content in shipbuilding needs enhancement; this can be achieved by formulating vision and goal oriented government policies to attract OEMs to tie up with Indian manufacturers.
• Government support is needed to develop infrastructure, to improve ship design and production technology, to implement ERP systems in shipbuilding.
• Development of a Shipbuilding Cadre in Managerial, Supervisory and Technician levels can be achieved by providing necessary training; cost of training has to be considered as an investment instead of looking at it as an avoidable expenditure; for the last eight years due to non availability of expertise in ship design and production, most of the orders to build ships were either cancelled or postponed; we have to be ‘proactive’ in this area instead of remaining ‘reactive’.
• Multiple professional associations/bodies in maritime domain must understand that shipping industry and the nation’s interest is foremost; they must unify and work together to bring up the shipping industry by interacting with the government.
• An independent, powerful National Ocean Commission headed by a ‘Sam Pitroda’ of the shipping industry has to be set up; all departments of the central government and state governments dealing in  maritime domain must be brought under this commission; representatives from Finance, Home, Defence & Merchant shipping, Commerce, Revenue, Customs, Environment, Education, Labour ministries, Indian Navy, Indian Coast Guard, Ship Designers, Shipbuilding industry, Ship owners, Ship managers, Educational institutions, Banks, Insurance, Labour unions etc., must be in the National Shipbuilding Panel to support this National Ocean Commission.
• Experience of Mr Antony Prince, President, GTR Campbell Marine Consultants Ltd, Nassau, Bahamas with Indian shipbuilders
  • Extreme success: In end 2003 placed order for six bulk carriers with CSL, four bulk carriers with HSL; both shipyards delivered ships without any problem.
  • Extreme failure: In 2007, placed order for six vessels with a private shipyard and not even a single vessel is delivered till now.
• There was unanimous support from the audience to nominate Mr Antony Prince as ‘Sam Pitroda’ of Indian shipping industry.
• Though there is a need to build adequate port infrastructure, the existing under utilised non major ports must be fully exploited.
• Experience of Mr Johnson Mathew, Chairman & Managing Director, Trans Asian Shipping Services Pvt Ltd as a Ship Owner in India
  • Trans Asian Shipping Services took a bold decision in the year 2005 to build a multipurpose vessel in India to operate in minor ports world wide.
  • Design was ready in 2006; due to prolonged delay in getting approval for the design from Indian Register of Shipping (IRS), design approval was taken from  International Register for Shipping.
  • Keel was laid in 2009 at Century Shipyard in Kochi, Kerala.
  • The vessel ‘Karuthal’ (1600 DWT, 94 TEU capacity) with 95% indigenous material, machinery, expertise and technology was launched in mid 2009; again lot of problems were experienced from Indian authorities to launch the vessel.
  • The vessel was put in service in end 2009; though the vessel successfully operates in Middle East Gulf, the vessel is unable to transport domestic cargo between non major ports in India as the vessel is not Indian flagged and to get a Indian flag, the vessel has to be IRS classed; IRS is delaying certification without giving any valid reasons; As a solution, Mr Antony Prince opined that DG Shipping may have to certify vessels to operate within Indian Coast as followed in Japan and China.
  • This ship owner is also planning to operate combi river-sea vessels in the north – south corridor in the east and west coast of India.
• Views of Mr Johnson Mathew, Chairman & Managing Director, Trans Asian Shipping Services Pvt Ltd as a Ship Owner
  • In China if their shipyards are full, they build ships in paddy fields and launch ships by using strong rubber tubes.
  • Indian container manufacturers have closed down due to tough competition from China.
  • Monopoly of IRS has to change.
  • Most of the impossible feats were achieved by people who were so dumb that they didn’t know it was not possible.

Plenary Session II: Processes

• Opening Remarks & Chair: Cmde (Retd) Kartik Subramaniam, Chairman & Managing Director and Officiating Director (Operations), Cochin Shipyard Limited.
• “Information Technology: The New Glue for Shipbuilding”: by Mr R Shankar, Executive Vice President – India, Middle East, & Africa, Ramco Systems.
• “Importance of Life Saving Appliances on Ships”: by Mr K Balasubramaniam, Managing Partner, Marine Equipment & Technical Manager, Vadyar Boats Pvt Ltd.

Highlights

• Shipbuilding has now become a science from the traditional version of being an art.
• Cochin Shipyard, Hindustan Shipyard, Mundra Port (Gujarat Adani Port Ltd) use Ramco Systems’ IT Solutions.
• Factors affecting Indian Shipbuilding Industry
  • Government Policy
  • Capacity
  • Marine Supply Industry
  • Forex
  • Labour cost
• IT tools like ERP, CAD/CAM, CAE, PLM, BPM, BI/DM can be easily used to improve productivity in shipbuilding in the following processes:
  • Ship Design
  • Contract
  • Steel Storage Pretreatment
  • Steel Cutting
  • Erection and Launching
  • Assembly and Painting
  • Final outfitting
  • Sea Trial and Delivery
• Life Saving Appliances:
  • Ships are provided with life saving appliances like Life Boats, Rescue Boats, Life Rafts, Life Jackets, Life Buoys for 100% of crew capacity.
  • Material used for life saving appliances are: Wood, Steel, Aluminum, GRP.
  • In addition to manual launching of life boats, now there are Free Fall Life Boats and Vertical Fall Life Boats.
  • Though tremendous progress has taken place in design, building of davits and life boats, the maintenance of these equipment still lag behind.
  • Efforts are being made to minimise accidents in using life saving appliances by improving design, by implementing stringent inspection/certification, by training the ships crew to maintain and use life saving appliances safely.
• Possibilities of using the expertise available with life boat manufacturers, must be examined to manufacture small crafts for use in inland waterways to ferry cargo and passengers.
• Demand to procure life boats from India has reduced as new ships are being ordered/built in foreign shipyards; however there is demand for rescue boats, work boats.
• Inspection/certification/approval of one state maritime board is not recognised by other state maritime boards; this is a road block to marine industry’s growth.

Plenary Session III: Infrastructure

• Opening Remarks & Chair: Rear Admiral (Retd) BR Menon, Ex Chairman, Kerala Shipping & Inland Navigation Corporation Ltd and Adviser to the Government of Kerala for development of Inland waterways.
• “Shipbuilding Infrastructure – L & T’s Perspective”: by Capt (Retd) SK Patnaik, Head – Marine Marketing Business, Larson & Toubro Ltd.
• “Integrated Shipbuilding Strategy with Product Lifecycle Management”: by Rear Admiral (Retd) Rajeev Paralikar, Domain Consultant, ITC Infotech Ltd.

Highlights

• Infrastructure
  • Ports and Shipyards
    • Development of ports and development of shipbuilding are the two sides of the same coin.
    • 68% of people from BPL (Below Poverty Line), live in the coasts of India; employability of people living in the coast can be achieved only by developing non major ports.
    • The future of Indian Shipbuilding depends on the development of non major ports.
    • Port Control Authority should do least controlling and should not become a road block in the development of ports and shipyards.
  • Location: the practice of constructing berths/jetties for ships at convenient locations without considering the navigational aspects/sea currents has to be avoided; in six of the recently constructed berths by spending crores of rupees at Lakshadweep islands, not even a single ship can be berthed; developing ports, shipyards in the right location is equally important.
  • Dredging: It is the most neglected activity in India; science of dredging needs to be understood; if dredging is not given importance, ports will be unsafe for navigation.
  • Connectivity: Connectivity of ports/shipyards through roadways,railways and waterways must be considered in addition to connectivity through sea.
  • Funding: The subsidies given to shipping industry was withdrawn by the government, as it was not fully utilised by the industry; but as the shipbuilding is capital intensive, subsidy has to be continued; shipbuilding has developed/being developed in China, Korea, Brazil, New Zealand only by government support.
• Digital Shipbuilding
  • Helps to design the way it is built: Outputs are Complex Jigs & Fixture details, Production drawings, Engineering bill of material, Isometric generation, Shipping in/out routs.
  • Uses Product Lifecycle Management (PLM): for all areas of project execution like Design, Planning, Manufacture, Support.
  • Ensures to build the right product and to build the product right: by using right bill of materials, the right quality standards, the right system level performance requirements.
  • Error-free seamless integration of Design & Engineering Hub with Manufacturing Hub.
• Benefits of PLM based Digital Manufacturing
  • Improves planning & scheduling.
  • Eliminates rework.
  • Shortens time-to-production.
  • System centric project execution.
  • Gives “Build Anywhere & Assemble Anywhere” option.
  • Competitive advantage through adaptable and lean manufacturing practices.
• L & T has the following Design & Technology Centers
  • Warship Design Center.
  • Submarine Design Center.
  • Commercial Ship Design Center.
  • Product & Technology Development Center.
  • Technology Development Center – Electronics.
• IT applications are now available from ITC Infotech & PTC for the following complex shipbuilding activities
  • Ship Design.
  • Materials Procurement.
  • Fabrication of Hull Blocks.
  • Assembly of Hull Blocks in a Dry Dock or at a Berth.
  • Fitting Out at an alongside berth.
  • Trials and Delivery.
• Infrastructure required for modern shipyards
  • Optimally designed work areas, docks and wharfs.
  • Multi disciplinary modular workshops.
  • Extensive use of CAM and High productivity machine tools.
  • Heavy lift cranes and Haulage equipment.
• Key result areas for a Shipyard
  • Infrastructure.
  • Effective control systems.
  • Skills and Training of Human Resources.

Plenary Session IV: Human Resources

• Opening Remarks, presentation on “Need of the Hour – Trained Skills in Maritime Sector” & Chair: by Capt Suresh Bhardwaj, Vice Chancellor, AMET University.
• “Human Resources”: by Ms Urmila Shetty, Chief Manager HR – Officers Section, Mazagon Dock Limited (MDL).
• “Research Challenges for Shipping Industry – HR Perspectives”: by Dr Srinivasan Sundarrajan, Director, National Institute of Technology, Trichy.

Highlights

• Economic growth cannot be achieved without a strong human capital.
• We have to invest, nurture and support an environment to enhance the skills, productivity, employability of the human capital.
• Trained skills needed for the maritime sector has to be jointly addressed by the three stakeholders namely the Government, Shipping Industry and Marine Training Institutions.
• Human Resource Strategies of Mazagon Dock Limited (MDL).
  • Organisation Structure.
  • Right-sized Workforce.
  • Building Quality Workforce.
  • Training Activities.
  • Multi-Skilling.
  • Production Norms.
• MDL successfully performs by maintaining 75% workforce in permanent roll and 25% of workforce on contract employment (not sub-contract, keeping in roll for two year period).
• MDL has rationalised 134 trades into 34 trades by multi-skilling; these 34 trades are further brought into 4 groups based on the skill level.
• MDL has brought down Man-Days/Tonne of fabrication from 65 in 2004-2005 to 42 in 2010-2011.
• Number of female engineers employed in MDL are increasing and they perform well like their male counterparts (earlier female engineers were not there in shipyards).
• NIT – Trichy proposes to set up a Center of Excellence for Shipping R & D by involving Shipyards/Indian Navy/Merchant Navy, Marine Supply Industries, Classification Societies, Marine University/Academy.
• NIT – Trichy’s Shipping R & D will focus on high performance, less maintenance, energy efficiency, environment friendliness, sustainability.

More photographs are available in Flickr.

• SHIPS 2011: Plenary Session I – Strategies
• SHIPS 2011: Plenary Session II – Processes
• SHIPS 2011: Plenary Session III – Infrastructure
• SHIPS 2011: Plenary Session IV – Human Resources

Confederation of Indian Industry (CII) and National Maritime Foundation (NMF) hosted SHIPS 2011 (Strategies, Human Resources, Infrastructure, Processes and Security) Conference with the theme ‘Build Ships – Build India’ at The Gateway Hotel, Kochi, Kerala on 27 and 28 September 2011.

It is worth noting that Kochi in addition to being a major port, is having a large Public Sector Shipyard and is also the Head Quarters for the Southern Naval Command of the Indian Navy. The Cochin University of Science and Technology (CUSAT) offers courses in marine engineering and marine sciences. Further Naval Academy of the Indian Navy (at Ezhimala), Coast Guard Academy (coming up at Azhikkal), National Institute for Research and Development in Defence Shipbuilding (NIRDESH coming up at Chaliyam, Kadalundi Beypore) are in Kerala.

The two day seminar was attended by the representatives from Ship Owners, Ship Builders, Marine Equipment Manufacturers/Suppliers, Classification Society, Indian Navy, Indian Coast Guard and other marine disciplines including foreign delegates.

On the evening of 27 September 2011, Prof P J Cherian of Kerala Council for Historical Research was honoured by Vice Admiral KN Sushil, Flag Officer Commanding-in-Chief, Southern Naval Command and NMF for his report on Pattanam Archaeological Research 2011.

I have covered this Seminar SHIPS 2011 in three parts (this being part 1 of 3).

Day 1 Proceedings: 27 September 2011

Inaugural Session

• Opening Address: by Mr KKM Kutty, Past Chairman, CII SR and CEO & Managing Director Sealings & Jointings.
• Theme Address: by Vice Admiral (Retd) Pradeep Kaushiva, Director, National Maritime Foundation.
• Keynote Address: by Mr Paul Antony, IAS, Chairman, Cochin Port Trust.
• Special Address: by Mr Manoj Joshi, IAS, Secretary – Ports & Secretary PWD (Addl Charge), Government of Kerala.
• Address by Chief Guest: Vice Admiral B Kannan, Programme Director, ATV Project, Indian Navy.
• Concluding Remarks: by Gp Captain (Retd) LV Mohandas, Head – IT & Internal Security, CII – SR.

Highlights of the Inaugural Session

• Maritime Agenda 2010 – 2010 was released by the government on 13 January 2011; as a follow up, IMTC 2011 was held at Chennai on 21 and 22 January 2011; IMTC 2011 has triggered this SHIPS 2011 to take place now.
• Strategies:
  • Maritime Agenda 2010 – 2010 released by the government gives a predictive analysis for ports and trades upto the year 2025; it needs further refinement as it does not give trend analysis pertaining to shipping, shipbuilding, human resources.
  • Shipping industry is a unique industry where ships can be built anywhere in the world, flagged anywhere in the world, brought duty free and can be operated anywhere in the world as convenient; this industry grows only where the construction cost and time are less and also where the government policies, rules are industry friendly.
  • Withdrawal of subsidies has upset the Indian shipping industry; Indian Shipbuilding industry needs ten more years to become a self sustaining industry.
  • Now the shipbuilding industry needs to be declared as a strategic industry (with simple tax policy) and has to be governed by a fully empowered single regulating body.
  • Inland Waterways needs to be strengthened for cargo movement and for ferrying passengers to accelerate economic growth of the country and this can give a boost for building inland water crafts by the shipbuilding industry.
  • Despite increase in the volume of global trade through sea, Indian merchant fleet remains small due to lack of growth in Indian shipping industry; this has forced us to procure our strategic requirement of crude, oil and coal through foreign flagged vessels (this is not desirable during conflicts).
  • To increase the Indian merchant fleet strength, private shipyards must focus on building large merchant vessels.
• Human Resources:
  • Labour intensive component of shipbuilding has driven this industry from Europe to China, South Korea and Japan.
  • Indian Maritime University has to focus on addressing the present shortage of skilled man power needed to design, build and to man ships to meet the growing demand of the shipping industry.
  • Functioning of private institutes offering courses in shipping are to be streamlined.
• Infrastructure:
  • Maritime Agenda 2010 – 2010 released by the government focuses more on 13 major ports as they are under the control of the central government and the 187 non major ports (earlier known as minor ports) are left out as they are under the control of the state governments; however Gujarat has taken the initiative to develop maximum number of non major ports.
  • Non availability of land, hinders expansion of Public Sector shipyards.
  • Indian Defence Public Sector Units (DPSU) are unable to meet the shipbuilding requirements of Indian Navy and Indian Coast Guard; private shipyards are supporting DPSUs by undertaking off loaded jobs from these DPSUs; now the recently proposed Joint Venture (JV) between MDL and Pipavav shipyards is a welcome move.
• Processes:
  • Ports must be automated for faster handling of containers and use port specific software for faster turn around of ships; operating cost of ships needs to be minimised by improving berthing, dredging, cargo handling facilities in ports.
  • NMF has undertaken the task of benchmarking the productivity of Indian shipyards.

Maritime Philatelic Exhibition

Philatelic Exhibition by Mr D Hemchandra Rao, Naval Historian & Chairman, Naval Philatelic Society.

• Release of Special Cover to mark the occasion: SHIPS 2011 “Build Ships – Build India”.

Inauguration of Marine Exposition: Marine equipment/products manufactured by the shipping industry were displayed. Marine exposition consisted of the stalls from

• Aerial Services Pvt Ltd
• Aska Equipments Ltd
• ITC Infotec & PTC
• Madras Hardtools Pvt Ltd
• Maxsurf – The Ship Design Software
• Mypol
• Nivo Controls Pvt Ltd
• Ramco Systems
• Tyco Electronics Corporation (I) Pvt Ltd
• Vadyar Boats Pvt Ltd

More photographs are available in Flickr.

• SHIPS 2011: Registration
• SHIPS 2011: Inaugural Address
• SHIPS 2011: Naval Philatelic Exhibition
• SHIPS 2011: Marine Industry Stalls & Products Display

SLINEX 2011, the joint naval exercise between Sri Lanka Navy and Indian Navy commenced off Trincomalee on September 19, 2011 and concluded on September 23, 2011. This joint naval exercise signifies the goodwill, friendly relations and mutual co-operation that exist between India and Sri Lanka.

Some interesting features of SLINEX 2011 are:

• The 05 day exercise was conducted in four phases covering a Harbour Training Programme at Trincomalee and a Sea Training Programme in the seas off the Eastern coast of Sri Lanka to enhance interoperability between the two Navies.
• Indian Navy, under the command of Rear Admiral HCS Bisht, Flag Officer Commanding Eastern Fleet (FOCEF) was represented by a Destroyer (INS Ranvijay D 55), a Frigate (INS Shivalik F 47), a Missile Corvette INS Khanjar P 47), a Landing Ship Tank (INS Gharial L 23) and two Fast Attack Crafts along with a Dornier Maritime Patrol Aircraft.
• Sri Lanka Navy was represented by two Offshore Patrol Vessels, a Fast Missile Vessel, two Fast Gun Boats and six Fast Attack Crafts.
• The following activities were part of the exercise:
  • Seamanship maneuvers – Station Keeping By Distance Line (SKBDL) and Jackstay
  • Maritime Interdiction Operations (MIO)
  • Visit Board Search and Seize (VBSS)
  • Search and Rescue (SAR) Operations
  • Close Range Anti-Air Firing (CRAA)
  • Replenishment at Sea (RAS)
  • Asymmetric Threat Exercise
  • Helo Ops
• Officers and men from the participating Indian Navy ships also visited the ‘Anbu Illam’ and ‘Sivananda Thapobanam’ orphanages in Trincomalee. They interacted with the children at these orphanages and offered community service by painting of dormitories/beds, plumbing work including handing over of two months supply of provisions, medicines and other essential commodities.

Here is a photograph from the website of Sri Lanka Navy.

For more details log on to MOD, Sri Lanka and Sri Lanka Navy.

A Roundtable Discussion on ‘Indian Ocean – Strategic Interests’ by Observer Research Foundation (ORF) and National Maritime Foundation (NMF) was held at Chennai on September 19, 2011.

The discussion was attended by academic community including college students, journalists, diplomats from U.S, Australia, Sri Lanka, serving and retired officers from the Indian Army, Navy, Air Force, Coast Guard and the Merchant Navy.

Here I bring out some interesting information and discussions pertaining to Indian Ocean:

• If Indian Ocean can not be treated as India’s Ocean, the same logic applies to China as well (South China Sea can not be treated as China’s Sea).
• India Chairs the Indian Ocean Rim-Association for Regional Cooperation (IOR-ARC) for the years 2011 and 2012 along with Australia as the Vice Chair during this period.
• IOR-ARC has three working groups:
  • Working Group on Trade and Investment (WGTI)
  • Indian Ocean Rim Business Forum (IORBF)
  • Indian Ocean Rim Academic Group (IORAG)
• U.S interests
  • to ensure smooth flow of global energy supply and trade through safe Sea Lanes Of Communication (SLOC).
  • conduct regular naval exercises with India (like Exercise Malabar).
• Some of the Indian Ocean Littoral States (Australia, Bangladesh, India, Indonesia, Iran, Kenya, Madagascar, Malaysia, Mauritius, Mozambique, Oman, Singapore, South Africa, Sri Lanka, Tanzania, Thailand, United Arab Emirates, Yemen)
  • are still under developed economies.
  • affected by human trafficking, drug trafficking, sea borne terrorism/piracy.
  • likely to be affected by climate change like rising sea level.
  • are facing conflict of interests in sharing marine resources like sea food, minerals etc.,
  • have territorial disputes, hostile attitude, lack of trust, misunderstanding etc.,.
• Indian Ocean Littoral States must
  • develop common areas of interest in ocean bed exploration, hydrographic survey, disaster management and information sharing, shipping, coastal infrastructure, fisheries, weather forecasting, education, tourism, agriculture etc.,
  • strengthen bilateral and multilateral relationship (between navies like ‘Singapore India Maritime Bilateral Exercise – SIMBEX’, Sri Lanka -India joint naval exercise SLINEX)

An audio – visual presentation on ‘Indian Ocean – Strategic Interests’ was given by Commodore (Retd) S. Shekhar, Indian Navy, Regional Director, National Maritime Foundation, Chennai Chapter. Here are the highlights of his presentation (his personal views, not that of NMF):

• India’s Maritime Domain policy documents are available in the form of
  • Indian Navy Vision Document published by Integrated Headquarters of Defence in May 2006.
  • India’s Maritime Military strategy by Integrated Headquarters of Defence in May 2007.
  • National Maritime Agenda published by the Ministry of Shipping in January 2011.
• India’s national interest pertains to: Security, Economic prosperity, Global role in the Indian Ocean.
• Security
  • Determinants of security by analysing the threats: as Perception, Geographics (Terrestrial, Maritime, Cyber), Response.
  • Responsibilities: protection of open seas by the Indian Navy; protection of coastal waters the Indian Coast Guard; protection of shore line by the Marine Police.
  • India has to address maritime concerns by assuming major power roles, safe guarding Indian Ocean and by understanding neighbourhood dynamics.
  • Areas needing attention: development of effective HUMINT (human intelligence) and ELINT (electronic intelligence), Reconnaissance, Surveillance, Tracking, Interception, Interdiction, Archival aspects.
• Economy
  • Economic prosperity can be achieved by GDP growth by focusing on Natural resources, Market access, Technology acquisition.
  • Security needs of economics
    • India’s total trade volume with South-East, East Asian economies is larger than the trade volume with the European Union or the U.S.A.
    • Look East strategy: India has to safe guard trade and energy supply routes through Malacca and Singapore Straits in the Indian Ocean.
  • Economic responsibilities: Indian Ocean centric strategy formulation by taking inputs from Think Tanks, Industry bodies and implementation by coordination and by making effective use of the media.
  • Areas needing attention: Ship building, Ship repair, Development of Human Resources in the maritime domain, Sea food processing, Marine diversity preservation, Maritime disaster – prediction, protection, rehabilitation and piracy at sea.    
• Maritime Domain Action must focus on
  • Strengthening IOR – ARC.
  • Strengthening Indian Ocean Naval Symposium (IONS).
  • Conducting seminars/conferences like Indian Maritime Technology Conference (IMTC) of January 2011 at Chennai and Ship Building Conference (Strategies, Human Resources, Infrastructure, Processes, Shipyard productivity – SHIPS 2011) to be held on 27 and 28 September 2011 at Kochi.
• Global role for India
  • To safe guard SLOC by increasing the presence of the Indian Navy and reducing the presence of the U.S Navy in the Indian Ocean.
  • Areas needing attention: Closely link national strategy with maritime strategy; Strengthen maritime aspects of Look East policy; Bring in maritime awareness into the national mainstream; monitor the implementation of IOC – ARC decisions by all member states.

Some interesting interaction from the audience:

• Piracy at sea:
  • As the piracy at sea is increasing with the demand for huge amounts as ransom, the insurance rates are going up for movement of cargo through sea lanes.
  • What is being done collectively to overcome this ?
  • As a short term effective method, piracy at sea has to be stopped by using Naval Forces.
• China’s String of Pearls in the Indian Ocean Region: China is yet to develop credible presence in ports of Pakistan, Sri Lanka, Myanmar, Coco Islands etc.,
• Strength of Indian Navy:
  • Are old warships being phased out, are replaced with new warships ?
  • Now private shipyards are also engaged to build warships to cater the growth of the Indian Navy.

Here are some photographs

The first ever Maritime Achievement Award was presented to Commander Dilip Donde of the Indian Navy, in New Delhi on September 16, 2011 by the Minister of State for Defence, Dr. M.M. Pallam Raju.

This award was presented during the felicitation function to honor Commander Dilip Donde, the first Indian Sailor to successfully complete a solo circum-navigation of the globe.

• Commander Dilip Donde commenced his solo circumnavigation voyage in INSV Mhadei from Mumbai on August 19, 2009.
• During the solo circum-navigation, he unfurled the national flag on his 56 feet yacht INSV Mhadei, on January 26, 2010 (60th Republic day of India) at Port Stanley, Falkland Islands.
• Returned to Mumbai and completed the solo circum-navigation of the globe on May 22, 2010 in the presence of Vice-President Hamid Ansari and Navy Chief Admiral Nirmal Kumar Verma.

Here is the photograph released by the Press Information Bureau.

The Minister of State for Defence, Dr. M.M. Pallam Raju presenting the award. Vice Admiral (Retd) Pradeep Kaushiva – Director NMF, Vice Admiral (Retd) MP Awati, Admiral (Retd) Arun Prakash – Chairman NMF and Admiral (Retd) V.S. Shekhawat are also seen.