Vol-8 issue 07

THE MODERN 

WORLD SEAFARERS 

Vol- 8 Issue 07 Mumbai 

1 st - 15 th April 2018 Fortnightly 

“Intelligence is the ability to adapt to change.” -Stephen Hawking 

Pages 24 | Rs. 20/- 

1 Admiralty Advisor 

Admiralty Suit For Recovery 

Of Wages 

Pg 11, 12 

2 Health Harbor 

Mental Health Problems At 

Sea: A Storm Is Brewing 

Pg 21 

ADMIRALTY ADVISOR 

Admiralty Suit For Recovery 

Of Wages | Pg 11 

Log on to www.seafarerjobs.com or www.marineinstitutes.com 

RNP Licence No. : MNW/309/2016-18 

3 Nautical News 

Maritime News From Across 

The World. 

Pg 05-10, 13-16 

4 Directory 

Shipping Companies, Marine 

Doctors, Marine Institutes 

Pg 18

2 TMWS 1 st - 15 th April 2018 

www.seafarersjobs.com

1 st - 15 th April 2018 TMWS 3 



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Nautical News 


Proper Maintenance Important For 

Fire Fighting Equipment Efficiency 

During an annual maintenance of CO2 fixed firefighting 

equipment on a vessel, in the emergency generator switchboard 

room, there was an unplanned and unexpected release 

of water. 

The Incident 

During the annual maintenance of the CO2 fixed firefighting 

system, air was blown at 7 bar through the lines. As part 

of this check, a person was located in the CO2 room on the 

starboard side of the main deck, an engineer was in the 

Probable Causes 

The source of the water has not been identified, however it 

is suspected to have been as a result of condensation forming 

in the pipework supplying the nozzles. These pipes are 

of considerable length. 

IMCA notes that compressed air systems should be blown 

before connection, to ensure that there is no water in the 

air system which may be transferred into the system being 

blown through. 

temergency generator room located below the switchboard 

and the vessel electrician was in the switchboard room to 

witness the tripping of the emergency generator room supply 

fan. 

When the task started, a fine mist was noticed coming from 

one of the nozzle heads in the emergency generator switchboard 

room. In addition, water was spraying out of the nozzles 

onto the 440V and 220V switchboards, transformers 

and surrounding areas. An all stop was immediately called 

over the radio. 

Lesson Learned 

• After the incident, the cremembers placed bags with a 

small air vent onto the nozzle heads to collect any unexpected 

release of water during checks; 

• Nozzle heads were covered appropriately during these 

tests; 

• The planned maintenance system was updated to include 

instructions to cover nozzles within electrical switchboard 

spaces and any other sensitive areas during these tests. 



Nautical News 


IMO Is The Right Organization To 

Regulate Maritime Industry: BIMCO 

The maritime industry needs global 

regulations for a global industry, 

which makes the International Maritime 

Organization, or IMO, the right organization 

for this task, BIMCO’s chief 

shipping analyst Peter Sand told. The 

industry does not need more regional 

or national legislation, added Sand. 

Just seven months following the enforcement 

of IMO’s Ballast Water 

Management Convention, some portstates, 

particularly the US, have come 

up with more onerous standards than 

the IMO’s, an observation that has not 

gone unnoticed by the shipping industry. 

“We see the IMO as the right body for 

global regulations, but we have seen 

the US running a different show,” Sand 

said. 

BIMCO is the world’s largest international 

shipping association, with 

around 2,000 members in more than 

120 countries. Its members include 

shipowners, operators, managers, brokers 

and agents. 

All ships calling at US ports and intending 

to discharge ballast water 

must have US type approved ballast 

water management systems to either 

carry out ballast water exchange or 

treatment, in addition to fouling and 

sediment management. 

While there are about 70-80 IMO-approved 

Ballast Water Management 

systems, only six BWM systems have 

received US Coast Guard approval. 

“There are no plans to change our requirements 

or implementation dates 

due to changes to the IMO Convention. 

USGC Regulations are not the same as 

the IMO Implementation,” the US Coast 

Guard said in October. 

The US is not party to the IMO Convention.“Even 

with six systems out there, 

you still have to find out whether they 

can be installed on dirty tankers, chemical 

tankers, and then you have to work 

out if there is space on the tanker for 

the retrofit,” Intertanko’s environment 

director and regional manager for Asia 

Pacific Tim Wilkins said. 

Intertanko or the International Association 

of Independent Tanker Owners 

is a group of independent owners 

and operators of oil, chemical and gas 

tankers. 

To compound matters, the six US Coast 

Guard approved BWM system manufacturers 

cannot keep up with demand 

to manufacture and install them fast 

enough for shipowners.Although the 

situation may improve with four other 

manufacturers having applied for US 

Coast Guard approval, Wilkins said. 

In the meantime, the US Coast Guard 

will look at ships with broken Ballast 

Water Management systems on 

a case-by-case basis, but it is not an 

ideal situation, he said. 

“The captain of the port state in the US 

might say you can partially discharge 

some ballast water and that will get 

you through the regulatory requirement, 

or go out 200 nautical miles and 

exchange the water, but some vessels 

don’t accept an exchange,” Wilkins 

said. 

The IMO’s Ballast Water Management 

Convention came into force on September 

8, 2017, with the aim of protecting 

native marine environments of 

countries from non-native aquatic organism 

in ballast water picked up by 

ships from different parts of the world. 

However, it is not just different BWM 

standards that shipowners have to 

contend with, but the possibility that 

another regional maritime body, the European 

Sea Ports Organisation, could 

impose its own carbon dioxide regulation 

if the IMO cannot deliver measures 

to cap CO2 emissions by 2023, trade 

sources said. 

“It’s something that’s even more difficult 

to handle for any shipowner if he is 

entering different jurisdictions around 

the globe. He has to consider: “Where 

am I, what time zone should I change 

to a different fuel and so on,” Sand said. 

“My point is that we need a global regulation 

for a global industry. We should 

not see more regional, national legislation. 

It makes a murky picture,” he said. 

Furthermore, the IMO is in the midst of 

discussions of addressing carbon dioxide 

emissions in the industry, added 

Sand. 

“I think we should stop the blame 

game. There is one global body to regulate 

the business and that is the IMO,” 

he added. 



Nautical News 


A Quarter Of Seafarers Show Signs 

Of Depression, Says New Report: 

One-Sixth Of The Seafarers 

Surveyed From The UK 

The study of more than 1,000 seafarers 

was carried out by international maritime 

charity Sailors’ Society and Yale 

University, with more than one in six of 

the respondents coming from the UK. 

Some 26 per cent of seafarers said they 

had felt “down, depressed or hopeless” 

on several days over the previous two 

weeks. 

The seafarers said the quality and 

amount of food on board can have 

a big impact on their mental health, 

alongside isolation from their families 

and length of their contracts. 

Nearly half (45 per cent) of the seafarers 

who reported symptoms of depression 

said they had not asked anybody 

for help. Around one-third said they 

had turned to family and/or friends, 

but only 21 per cent said they had spoken 

to a colleague, despite spending 

months on a ship with them. 

a navigation officer when he became 

depressed, spoke at the conference 

to raise awareness of the problem. He 

said: 

“The reason I became ill was primarily 

my job – the workload, the sleep deprivation 

and the pressures of the job. 

those who admitted it in the survey. 

“Our industry is generally more ‘macho’ 

than many others. The attitude is 

to just toughen up and get on with it. 

There is a fear of talking about it openly, 

of losing your job.” 

Sailors’ Society, which celebrated its 

200th anniversary this month (March 

18), announced the survey results to 

more than 100 industry figures attending 

its Wellness at Sea Conference. 

Sailors’ Society Deputy CEO Sandra 

Welch said: “Seafarers spend months 

on end at sea, facing some of the 

toughest conditions of any workforce 

– isolation, cramped living quarters, 

noise, heat, storms – sometimes 

they’re not even able to stomach the 

food on board. 

“This report is a wake-up call to the 

industry about the huge impact this is 

having on seafarers’ mental health. 

Sailors’ Society’s Wellness at Sea conference 

brought maritime leaders together 

to discuss the importance of 

seafarer wellness, its impact on the 

industry and how to combat problems 

like depression. 

Dan Thompson, 29, from London, who 

had to take time out from his job as 

“Having lived at sea I would anticipate 

the numbers of people suffering from 

depression to be even higher than 

“We’re working with shipping companies 

to help them offer the best care to 

their employees, who are the life blood 

of the industry and our global economy.” 

Held at platinum sponsor Inmarsat’s 

99 City Road conference facilities, the 

Wellness at Sea conference was 



Nautical News 

chaired by Sailors’ Society CEO Stuart 

Rivers, with Euronav’s CEO Paddy Rodgers 

as keynote speaker. 

The event featured presentations from 

all areas of the shipping industry including 

from Kuba Szymanski (Inter 

Manager), Sophia Bullard (UK P&I 

Club), Bridget Hogan (Nautical Institute), 

as well as a lively panel debate 

chaired by TradeWinds Editor, Julian 

Bray, with Paddy Rodgers, Drew Brandy 

(Inmarsat), Ella Hagell (Tindell Riley 

Britannia] Ltd) and Mark Robertshaw 


[(Brightwell Payments) In addition to 

headline sponsor Inmarsat, 

the conference was supported by silver 

sponsor UK P&I Club, and bronze sponsors 

Brightwell Payments, Wescom 

Signal & Rescue UK Ltd and Future 

Care Inc. 

Pirates Sighted In Ghana’s Territorial 

Waters – Attacks On Ships Increase 

In Gulf Of Guinea 

Merchant vessels transiting the country’s coast have been 

cautioned to shore up their defence against forced boarding.The 

warning comes in the wake of increased activities 

of pirates off the coast of Ghana and in the sub region. 

For instance, a merchant ship was seen surrounded by 

three speedboats filled with armed pirates off the coast of 

Takoradi on March 8, this year. 

A report sent to the Maritime Domain Awareness For Trade 

– Gulf of Guinea (MDAT-GoG) via email on March 8, this year, 

said, “ at 1700 UTC a merchant vessel was approached by 

three speedboats, in position 03°55N 001°14E 155°/65NM 

from Takoradi, Ghana”. 

The report further indicated that “occupants of the speed 

boats were wearing camouflage clothing and carrying 

weapons.” 

Consequently, the MDAT-GoG advised vessels transiting the 

country’s coast to exercise extreme caution to avoid any attacks 

from the pirates. 

Piracy and armed robbery in the Gulf of Guinea has become 

an established criminal activity and is of increasing concern 

to the maritime sector with recent attacks becoming more 

widespread and violent. 

A report by the International Bureau on Piracy and Armed 

Robbery Against Ships suggests that there were 11 separate 

pirate attacks between 2013 and 2017 off the country’s 

coast. 

Although the number of pirate attacks off Ghana’s coast 

may not be alarming compared to other countries along 

the Gulf of Guinea, an expert in the maritime industry, Dr 

Kofi Mbia, in an interview with the GRAPHIC BUSINESS on 

March 15 said “we need to improve upon our surveillance 

and get the Ghana Navy to increase their patrol. You know 

the Ghana Ports and Harbours Authority (GPHA) patrols the 

anchorage area of our ports and a lot of ships that want 

a safe haven come to our anchorage to get protection for 

some time but now that the spate of piracy has increased 

and their activities recorded on our coast, there is a need to 

increase the surveillance.” 

Effects of Pirate Activities on Trade 

Dr Mbia stated that the surge in pirate activities could have 

a wrong impact on commercial trading in the shipping industry 

as it would affect the climate of confidence in trade 

and influence the rise in insurance premiums. 

“When your coast is infested with pirates then there is the 

tendency for insurance premiums to go up for vessels that 

are calling at your port because of the threat to the vessels 

and at the same time it affects the climate of confidence in 

trade. Vessels must be able to move freely and navigate to 

and out of the port but whenever there are increase pirate 

attacks, there is the tendency for some vessels not to call 

on some particular ports because of fear of attack so indeed 

it affects commercial trading,” he said. 

Rising Pirate Attacks in GoG 

In January this year, the government of Luxembourg reported 

that the product tanker ST Marseille was attacked by five 

armed pirates at an anchorage off Cotonou, Benin. The pirates 

succeeded in boarding the vessel, and two Beninese 

guards sustained gunshot wounds in an exchange. 

The ST Marseille had no cargo on board at the time of the 

attack and the pirates eventually gave up and departed. 

The crew were unharmed and were all accounted for. Both 

guards have received medical attention and are in stable 

condition. The ST Marseille is a Luxembourg-flagged tanker 

operated by French firm ST Management SAS. 

In a similar fashion, on January 10, the product tanker MT 

Barrett went missing from an anchorage off Benin and was 

not heard from for two days. It had been hijacked and the 

vessel’s crew held hostage, hence the pirates contacted the 

shipowner to make arrangements for their return on January 

12. After several days of negotiations, they were released 

unharmed, and the Barrett was allowed to go on its 

way. 

Again on February 1, the tanker Marine Express and its 22 

crew members went missing from an anchorage off Cotonou. 

The vessel was held for several days and released unharmed. 



Nautical News 


92% of Seafarers Strongly Influenced 

By Internet Access When Choosing 

Where to Work, According to 

Futurenautics Survey 

Roger Adamson, Futurenautics Maritime’s chief executive 

officer, presented to a London audience yesterday the key 

findings from his research organization’s newly released 

Crew Connectivity 2018 Survey Report, sponsored by KVH 

Industries, Inc. (Nasdaq: KVHI) and Intelsat S.A. (NYSE: I). 

The report is based on a survey of 6,000 serving seafarers, 

the largest sample to date to complete the wide-ranging 

questionnaire covering onboard attitudes to the digital 

transformation sweeping the industry. 

According to the report, more seafarers than ever have access 

to connectivity: Some 75% of seafarers can now use 

the Internet at sea, which is a rise of 32% or over half a million 

more crew (520,000, to be exact) since the last survey 

three years ago. 

Futurenautics Maritime conducted the first survey in 2012, 

in an effort to provide data of value to the maritime industry. 

“It’s our belief that collaborating and sharing information 

can accelerate the pace of transformation in shipping and 

maritime, and begin to understand and solve big problems,” 

says Mr. Adamson. “The Crew Connectivity survey is a clear 

demonstration of that process in action.” 

The report’s findings show a change in mindset among seafarers 

regarding many aspects of connectivity. Among the 

key findings: 

• 92% of seafarers reported that Internet access strongly influences 

their decision on where to work, up from 78% in 

prior years. 

• 95% of seafarers view connectivity as having a positive 

effect on onboard safety, an increase of 72% since the 2015 

survey. 

• 69% of respondents view the increasing use of big data 

and analytics as a positive opportunity for their jobs in the 

next five years, versus 17% who see it as a threat. 

“This is an extremely exciting time for the maritime industry, 

as digitalization begins to transform ship operations 

and open up many opportunities to keep this industry vital,” 

notes Martin Kits van Heyningen, KVH’s chief executive officer. 

“We are delighted to support this report, which reinforces 

the importance of connectivity and how it is changing the 

life of the individual seafarer.” 

“This report further emphasizes the need and desire—from 

shipping crews to passengers—to have robust, flexible networks 

that enable always-on connectivity,” says Shane 

Rossbacher, Intelsat’s director of maritime product management. 

“We are gratified to see that global high throughput services 

have further enhanced the ability for ship operators to 

improve the lives of crew members by providing additional 

services and the ability to stay in touch with home as well 

as boost the efficiency of vessel operations.” 

In addition to sponsorship by KVH and Intelsat, the report 

received support from leading maritime organizations BIM- 

CO, Alpha Navigation, PTC, ISWAN and InterManager. 



Nautical News 


How Many 

EEBDs Are 

Required 

Onboard 

The Emergency Escape Breathing 

Devices (EEBD) are part of the critical 

safety equipment and are used 

for escape from a compartment that 

has a hazardous atmosphere. Their 

use has become mandatory under the 

new amendments to SOLAS 74 (Chapter 

II-2, Reg 16) for all ships to which 

the safety equipment certificate is required. 

The Panama Maritime Authority issued 

a Merchant Marine Circular referring to 

the EEBDs provisions onboard Panama 

flag ships, to highlight the number of 

EEBDs required onboard and training 

requirements of their use. Therefore, 

in order to comply with the mandatory 

requirements, operators are advised to 

follow the guidance below: 

Number of EEBDs 

• At least two EEBDs in accommodation 

spaces of cargo ships and one 

spare EEBD. Applicable to new and existing 

ships. 

• At least two EEBDs per main vertical 

zone, and a total of two spare EEBDs. 

Applicable to new and existing passenger 

ships carrying not more than 36 

passengers. 

• At least four EEBDs per main vertical 

zone, and a total of two spare EEBDs. 

Applicable to new and existing passenger 

ships carrying more than 36 

passengers. 

• For the purpose of this requirement 

(based on UI MSC/Circ. 1081), the minimum 

number of EEBDs required on 

machinery spaces shall be as follows: 

i. One EEBD at the engine control room 

if located inside the machinery space; 

ii. One EEBD at the machine shop orwork 

shop area. If there is, however, 

a direct access to an escape way from 

the workshop, an EEBD is not required 

iii. One EEBD located near the escape 

ladder used a second means of escape 

from the machinery space. If the ship 

has a machinery space with more than 

one deck, then one EEBD for each deck 

shall be placed at the same area as in 

point 

If the ship has a machinery space with 

more than one deck, then one EEBD for 

each deck shall be placed at the same 

area as in point (.3) 

Additional Spares 

• Ships with ten or less EEBDs on board 

shall carry at least one additional spare 

device more than the one mentioned in 

item 3. 

• Ships with 11 to 20 EEBDs on board 

shall carry at least two spare devices. 

• Ships with more than 20 EEBDs onboard 

shall carry spares equal to at 

least 10 % of the total EEBDs but no 

more than 4 spares will be required. 

Applicable to new and existing ships. 

Additional to the above requirements, 

the EEBD shall have a service duration 

of at least 10 minutes. Also, the number 

and location of EEBDs and spares shall 

be indicated in the fire control plan. 

For existing ships, the requirement is to 

be complied with by the first survey after 

1 July 2002. For more reference, the 

2000 amendments to SOLAS 74, Chap 

ter II-2, Reg. 1.2.2 clarify the applicable 

requirements to existing ships. 

The detailed technical standards for 

the EEBD, are separately provided in 

a mandatory code called “The Interna 

tional Code for the Fire Safety System 

(FSS Code)” adopted simultaneously. 

“New ships” cited above means ships 

constructed on or after 1 July 2002 

and “Existing ships” means ships constructed 

prior to that date. Authorized 

Organizations are instructed to follow 

the above mentioned guidelines, before 

issuing the appropriate certificate. 

Training (as per the IMO MSC.1/ 

Circ.849 – May 1998) 

• Training in the use of the EEBD should 

be considered as a part of basic safety 

training. 

• At least one EEBD training device 

shall be provided for training purposes. 

• This device will be in addition to 

EEBDs required for the machinery and 

accommodation spaces. 

All EEBD training units should be clearly 

marked and placed in addition to 

those minimum number required and 

its spare parts. 

Personnel should be trained to immediately 

don an EEBD prior to exiting a 

space when the atmosphere becomes 

life threatening. This is necessary 

due to the possibility of encountering 

smoke during escape. Such training 

should be accomplished by scheduling 

routine escape drills for crew members 

working in the engineering or machinery 

spaces. 

An EEBD may also be used to escape 

from a machinery space due to an accidental 

release of a fixed CO2 system 

and can be carried by firefighters for 

the sole purpose of providing the device 

to personnel in need of emergency 

assistance. 



Admiralty Advisor 


Abhishek H. Khare 

Founder and Managing Partner, Khare Legal Chambers 

An Oxford University graduate Abhishek focuses on maritime law, 

energy law, competition law and disputes practice. Abhishek is also an 

advocate-on-record with the Supreme Court of India. 

www.kharelegalchambers.com 

Admiralty Suit For Recovery Of Wages 

A Suit can be filed for recovery of wages of the Seafarers as 

wages of seafarers are required to be paid by the company 

within four days of the seafarers’ discharge as per Section 

129(1) of the Merchant Shipping Act, 1958 which states 

that: 

“The master, owner or agent of every ship shall pay to every 

seaman his wages within four days after the seaman’s 

discharge, and the seaman shall at the time of his discharge 

be entitled to be paid on account a sum equal to one-fourth 

part of the balance due to him.” 

The Seafarers will have a maritime claim under the provisions 

of Section 10 of the Admiralty Court Act, 1861- 

“The High Court of Admiralty shall have jurisdiction over 

any claim by a seaman of any ship for wages earned by him 

on board the ship, whether the same be due under a special 

contract or otherwise, and also over any claim by the 

master of any ship for wages earned by him on board the 

ship, and for disbursements made by him on account of the 

ship : Provided always that if in any such cause the plaintiff 

do not recover fifty pounds he shall not be entitled to any 

costs, charges or expenses incurred by him therein, unless 

the judge shall certify that the cause was a fit one to be tried 

in the said Court. [As to claim for wages and for disbursements 

by transfer of a ship]” read with the principles of the 

Brussels Convention on Arrest of Ships, 1952 and the Geneva 

Convention, 1999. 

The above mentioned Admiralty Court Act, 1861 is repealed 

by the new Admiralty (Jurisdiction and Settlement of Maritime 

Claims) Act, 2017 which will come into effect from 01 

April 2018. Under the new Act as per Section 4 (l) (o), The 

High Court may exercise jurisdiction to hear and determine 

any question on a maritime claim against any vessel arising 

out of any “claim by a master or member of the crew 

of a vessel or their heirs and dependents for wages or any 

sum due out of wages or adjudged to be due which may be 

recoverable as wages or cost of repatriation or social insurance 

contribution payable on their behalf or any amount 

an employer is under an obligation to pay to a person as 

an employee, whether the obligation arose out of a contract 

of employment or by operation of a law (including operation 

of a law of any country) for the time being in force, 

and includes any claim arising under a manning and crew 

agreement relating to a vessel, notwithstanding anything 

contained in the provisions of sections 150 and 151 of the 

Merchant Shipping Act, 1958.” 

The claim for unpaid wages constitutes a maritime lien in 

law. It has a supervening priority over all other claims as 

given in Section 9(l) of Admiralty (Jurisdiction and Settlement 

of Maritime Claims) Act, 2017. As per Section 5 (l) (e) 

of the Admiralty act 2017, The High Court may order arrest 

of any vessel which is within its jurisdiction for the purpose 

of providing security against a maritime claim which is the 

subject of an admiralty proceeding, where the court has reason 

to believe that - the claim is against the owner, demise 

charterer, manager or operator of the vessel and is secured 

by a maritime lien as provided in section 9. 

The Supreme Court of India in the case of O. Konavalov v. 

Commander, Coast Guard Region (2006) 4 SCC 620 has held 

that “the seamen’s right to his wages have been put on a 

high pedestal. The right to wages for a seaman is the same 

as for any other wages of any employee, it is an integral part 

of the right to livelihood and the seamen is entitled to the 

protection under Article 21 of the Constitution of India.” The 

same principle has been adopted by the Hon’ble Supreme 

Court of India in the case of Epoch Enterrepots vs. M.V. Won 

Fu, (2003) 1 SCC 305. The Supreme Court in the case of Epoch 

Enterrepots vs. M.V. Won Fu (supra) has defined a maritime 

lien for unpaid Plaintiffs’ wages to be “right to part 

of property in the res and privileged claim upon a ship, aircraft 

or other maritime property which remains attach to the 

property travelling with it through changes of ownership.” 

As per the procedure, after the Order for Arrest of Vessel is 

given by the Court in a suit for unpaid wages, the Arrest - 

...Continued to page 12 



Admiralty Advisor 

...Continued from page 11 

- Warrant has to be served in accordance with the procedure 

laid down in Original Side Rule 946 of Bombay High 

Court for Service of Writ of Summons or Warrant of Arrest in 

a suit in rem. Rule 946 (2) states that “Where the property is 

ship or cargo on board, service shall be effected by affixing 

the original Writ of Summons or the warrant of arrest for 

a short time on any mast of the ship or on the outside of 

any suitable part of the ship’s superstructure, and leaving 

a duplicate thereof affixed in its place, when removing the 

original Writ of Summons or the warrant of arrest.” 

Once the property proceeded against has been arrested, the 

plaintiff may, at any time after service of the Writ of Summons 

upon the defendant, apply to the Court by Notice of 

Motion for an order that the arrested property be sold by the 

Sheriff and the sale proceeds be paid into the registry to the 

credit of the suit. 

Such an Application/Notice of Motion can be made under 

Rule 948 and the Court may make such Order on the application 

as it may think fit. If the Judge is satisfied that the 

Plaintiff’s claim is well founded he may pass a decree and 

order the Vessel to be sold and sale proceeds be paid in the 

registry to the credit of the Suit. Within seven days after the 

date of payment into Court of the Proceeds of sale, the She- 


-riff shall send for publication in, such newspapers as the 

court may direct a notice complying with the provisions of 

sub-rule (3) of Rule 951. 

After the Sale Order is given, the party who has obtained the 

decree may apply to the Court by Notice of Motion under 

Rule 951 for an order after the expiration of the specified period 

determining the order of priority of the claims against 

the proceeds of sale of the said property. During the specified 

period any person having a claim against the property 

or the proceeds of sale thereof, should apply to the Court for 

leave to intervene and prove his claim before the Court and 

obtain a decree. 

A seafarer or a crew member can invoke admiralty jurisdiction 

and arrest a ship for unpaid wages. An order of arrest 

of the ship can be obtained from the court having admiralty 

jurisdiction and arrest the ship anywhere in Indian territorial 

waters, the seafarer may or may not be an Indian citizen to 

initiate action for arrest of a ship in India and also the ship 

may be registered anywhere in the world or maybe flying 

any flag. A maritime lien for seafarers’ wages, like any other 

maritime lien or maritime claims, can be enforced by invoking 

admiralty jurisdiction and obtaining an order of arrest 

from a High Court having admiralty jurisdiction. 

- Anushri Pundir 

Khare Legal Chambers 


Nautical News 

Hazards Associated With Dirty 

Engine Room Bilges 



The Singapore Club would like to highlight the potential fire 

hazards associated with oily engine room bilges and the 

checks and steps that a ship’s crew should undertake to 

address this issue. A recent analysis of the Club’s Condition 

Survey Programme highlighted that approximately 25% of 

the vessels surveyed reported contaminated engine room 

bilges. 

Whilst an oily bilge may not be the immediate source of 

a fire, any fire that arises in an engine room or machinery 

space has the potential to escalate and spread rapidly. The 

presence of oil accumulated in bilges or drip trays act as 

additional fuel to sustain burning and increase the likelihood 

of the fire reaching further areas. 

The Club recommends that bilges, especially in the engine 

room, should be kept clean and free of oil at all times and 

chemical cleaning should be completed periodically. 

Members are also advised to paint engine room bilges a 

light colour to assist in visually identifying a fresh leak. 

It is imperative that the source of any oily water in the bilge 

is fully investigated as oil and water leaking from machinery, 

pipes and valves within an engine room will seep into 

the bilges. However, a bilge filling up with oil or water could 

also be a tell-tale sign of a greater problem, such as a leaking 

propeller shaft, stern seal or cracks in the hull or tank 

bulkheads. 

Port State Control officers are increasingly classifying oily 

bilges as a detainable deficiency, consequently, one of the 

Club’s vessels that failed to safeguard was recently detained.It 

is recommend to allow for periodic checks on the 

engine room bilges and ensure that written procedures regarding 

oily bilge transfer and discharge operations are established 

Are You Cybersecurity Ready? 

Across the global maritime community, vessels, ports and 

facilities are increasingly dependent on cyber systems. Failure 

to anticipate and prepare for a cyber incident could lead 

to disastrous consequences. 

While the IMO has given ship-owners and managers until 

2021 to incorporate cyber risk security into ship safety 

management systems. Tanker owners and operators that 

are subject to vetting under OCIMF should have been addressing 

cyber security risks in their policies and procedures 

since 1st January 2018. 

In April 2017, the OCIMF issued TMSA Version 3. In addition 

to the inclusion of ballast water management, fuel management 

and other items, Version 3 also contains a new Chapter 

13 entitled “Maritime Security” with extensive on board 

and in the office cyber security vetting requirements. For 

the pre-fixture vetting review, Chapter 13 is dedicated to on 

board and office marine cyber security with OCIMF recommendations. 

In response, Seagull Maritime offers immediate solutions 

to help you train your staff to be better equipped for this 

change. The e-learning content developed by DNV GL and 

available through our Seagull Training Administrator has 

received very positive feedback, and the short and concise 

modules are easy to understand for crew and shore staff. 

Remember that cyber security starts with people – this includes 

focus on knowledge, behavior and mind-sets. Together 

we should raise awareness and provide training that 

communicates the risks at all levels of the organisation. 



Nautical News 


Armed With Data, India Says Its Seafarers 

Are Favourites Worldwide 

The number of Indian seafarers employed on Indian and 

foreign-flagged ships has crossed 150,000 for the first 

time, with 37,259 of them getting jobs in the last three years 

alone, according to India’s maritime administration, the Directorate 

General of Shipping (DGS). 

The data on the rising number of seafarers who are “active 

and employed” on world merchant shipping fleet will help 

India prove a point against global agencies that have suggested 

a waning popularity of Indian seafarers among fleet 

owners and ship managers. 

India, according to these agencies, has lost some of its 

sheen as a big supplier of quality manpower to the global 

shipping industry, with China and the Philippines surging 

ahead — the former holding the top slot in the supply of officers 

and the latter for ratings or general-purpose staff. 

Fifth largest supplier 

India is the fifth largest supplier of officers after China, the 

Philippines, Russia and Ukraine, according to the ‘Manpower 

Report 2015’, published by the Baltic and International 

Maritime Council (BIMCO) and the Internal Chamber of 

Shipping (ICS). BIMCO is the world’s largest shipping body. 

India does not agree with the BIMCO report on Indian seafarers. 

“There has been a perception that we are losing out to other 

seafarer supplying nations which is not necessarily true,” a 

DGS official said. “Even in a global downturn, our seafarers 

are in demand. And it’s a very healthy year-on-year increase 

if you see the increase that is there,” he added. 

India ended 2017 with 154,349 seafarers engaged on merchant 

ships, compared to 143,940 in 2016, 126,945 in 2015 

and 117,090 in 2014, according to the DGS. 

Of the 154,349 seafarers, 71,177 are officers while 83,172 

are ratings or general-purpose staff accounting for 97,937 

jobs on the nautical side and 56,412 on the engineering side. 

“The figures speak for itself despite the adverse remarks of 

many people,” the DGS official stated. 

India has some 134 maritime training institutes, of which 

81 are conducting pre-sea training courses for trainee officers/cadets 

and trainee ratings and 53 are post-sea training 

institutes which offer specialised programmes for fullfledged 

officers in both nautical and engineering streams. 

Quality of training 

Over 5,000 cadets who have passed out of maritime training 

institutes are not employed, as they have not been able to 

complete the mandatory on-board ship training, according 

to the Shipping Ministry. 

The lack of employment opportunities has also been hit by a 

global downturn in the shipping industry since 2008. 

The maritime administration has introduced several measures 

to improve the quality of training of cadets and their 

“employability” to tap into a potential demand for ship officers. 

The global supply of officers is forecast to increase steadily, 

but this is predicted to be outpaced by increasing demand 

for as much as 147,500 more officers by 2025 to service the 

world merchant fleet, according to the BIMCO report. 

Some officer categories are in especially short supply, including 

engineer officers at management level and officers 

needed for specialised ships such as chemical, LNG and 

LPG carriers. 



Nautical News 


Following agreement at the July 2017 

meeting of the International Maritime 

Organization’s Marine Environment 

Protection Committee (MEPC71), the 

IMO is embarking on a body of work 

aimed at mitigating the risks of heavy 

fuel oil (HFO). This move was welcomed 

by the Clean Arctic Alliance, a 

coalition of non-governmental organisations 

calling for a ban on the use and 

carriage of HFO as fuel in the Arctic – 

as the simplest and most effective way 

to mitigate its effects. 

Heavy Fuel Oil 

Heavy fuel oil is a dirty and polluting 

fossil fuel that powers ships throughout 

our seas and oceans – accounting 

for 80% of marine fuel used worldwide. 

Around 75% of marine fuel currently 

carried in the Arctic is HFO; over half 

by vessels flagged to non-Arctic states 

– countries that have little if any connection 

to the Arctic. 

The Arctic is under pressure – climate 

change is fuelling temperature 

rises double the rate of further south. 

As sea ice melts and opens up Arctic 

waters further, even larger non-Arctic 

state-flagged vessels running on HFO 

are likely to divert to Arctic waters in 

search of shorter journey times. This, 

combined with an increase in Arctic 

state-flagged vessels targeting previously 

non-accessible resources, will 

greatly increase the risks of HFO spills. 

Already banned in Antarctic waters, if 

HFO is spilled in cold polar waters, itbreaks 

down slowly, proving almost impossible 

to clean up. A HFO spill would 

have long-term devastating effects on 

Arctic indigenous communities, livelihoods 

and the marine ecosystems 

they depend upon. HFO is also a greater 

source of harmful emissions of air 

pollutants, such as sulphur oxide, and 

particulate matter, including black 

carbon, than alternative fuels such as 

distillate fuel and liquefied natural gas 

(LNG). When emitted and deposited on 

Arctic snow or ice, the climate warming 

effect of black carbon is up to five 

times more than when emitted at lower 

latitudes, such as in the tropics (see infographic: 

Responding to Arctic Shipping 

Oil Spills: Risks and Challenges). 

What to expect from MEPC72: 

The agenda of MEPC 72, which runs 

from 9-13 April at IMO HQ in London, 

does not include a formal move towards 

a ban on HFO. However, a number 

of papers have been submitted 

from member states and NGOs “on the 

development of measures to reduce 

risks of use and carriage of heavy fuel 

oil as fuel by ships in Arctic waters”. 

While NGOs cannot disclose the contents 

of these papers, on March 13th, 

Foresight Climate and Energy Business 

reported that one paper, co-sponsored 

by Finland, Germany, Iceland, Netherlands, 

New Zealand, Norway, Sweden 

and the US, calls for a ban on HFO. On 

March 20th, Radio Canada International 

published a story, Canada moves 

to dilute Finnish proposal to ban dirty 

fuels in the Arctic, quoting from the 

MEPC paper: 

“A single HFO spill could have devastating 

and lasting effects on fragile 

Arctic marine and coastal environments,” 

the Finnish proposal says. “In 

addition, Arctic shipping is projected 

to continue to rise, thus increasing the 

risk of a spill. For these reasons, the 

ban on HFO should be implemented as 

soon as possible, and any delay in implementation 

of the HFO ban by eligible 

ships should be short-lived.” 

Progress 

Towards 

A Ban On 

Heavy Fuel 

Oil In Arctic 

ships should be short-lived.” 

The content of this paper will set out 

the stall for how movement towards a 

ban may occur, and sets up potential 

tasks for PPR6, the IMO’s next meeting 

of its Sub-Committee on Pollution Prevention 

and Response 18-22 February 

2019. 

Russia, Canada and Denmark have all 

supported IMO work to consider ways 

to mitigate the risks associated with 

HFO. However, to date, Russia has not 

supported a ban on use of HFO in the 

Arctic, and while this appears to be 

still the case, the Clean Arctic Alliance 

notes that a Russian state-owned shipping 

company Sovcomflot is speaking 

openly about the need to move away 

from oil-based fuels. 

Denmark has not yet made public a 

formal position on a HFO ban in the 

Arctic (this appears due to ongoing, 

but unconcluded consultation with 

Greenland). Canada has previously 

supported a “phase down” on HFO in 

a joint Trudeau/Obama announcement 

in December 2016, and proposed work 

to mitigate the risks of HFO at MEPC71 

in 2017, however this position appears 

to have changed, and for now remains 

unclear. 

Arctic Indigenous Attendees at MEPC72 

Several Arctic indigenous representatives 

will be in London the creation 

of a consistent indigenous representation 

to the IMO, and also to explain 

why shipping issues related to climate 

change and environmental protection 

are important to their communities. 

They will attend the IMO meetings as 

part of NGO delegations, take part in 

side events and plan to meet with the 

IMO Secretary General of the IMO. All 

are available to meet media. 



Nautical News 


Shipping in an era of digital transformation: 

Structural shift in shipping opportunities 

through digital networking 

The digitalization process taking place in every area will 

also determine the future of shipping. The changes will affect 

the structures and business models of the industry as 

well as production. “Shipping will be marked by much greater 

integration of individual business models, becoming part 

of overall logistics platforms,” said Berenberg economist Dr 

Jörn Quitzau in the new “Shipping in an era of digital transformation” 

study put out by the Berenberg private bank and 

the Hamburg Institute of International Economics (HWWI). 

The new technological means to process masses of data 

and link them intelligently with algorithms make possible an 

entirely new level of communication and networking. “The 

ability to centralize decentralized digital information on a 

digital platform creates great potential for organizing markets 

efficiently. Large platforms are inserting themselves 

between suppliers and purchasers, and coordinating their 

plans. We can expect that there will ultimately only be a few 

providers of logistics platforms worldwide, and that they will 

integrate shipping in 360° solutions much more than has 

been the case until now. Smaller providers, go-betweens 

and intermediary suppliers will come under increasing pressure,” 

said HWWI Director Professor Dr Henning Vöpel. 

The networking of vessels and ports is an enormous opportunity 

for shipping. On both sides this will require retrofitting 

with high-performance digital infrastructure, glass-fibre 

data cables and the G5 mobile radio standard, as well as 

full-coverage use of sensor and satellite data. “Shipping is 

networking into a complex technological system through the 

exchange of data and digital platforms. This makes it possible 

to control and organize logistics chains in real time, reduce 

waiting times, and predict ship arrivals more accurately,” 

said Quitzau. This increased connectivity opens up the 

possibility of unmanned shipping at some point in future. 

But the resulting economic benefits will probably be slight 

in comparison to those resulting from improved logistics 

chains, faster routes and more transparent information. 

In manufacturing, great structural changes will result from 

3D printing technology and the evolution of the smart factory, 

process automation by algorithms and robots. This will 

bring with it a major decentralization of production. “Bulker 

capacity will grow disproportionately. But the container will 

remain a central element of worldwide freight traffic,” said 

Vöpel. 

“We expect world trade to remain on a stable growth course 

long-term, but the long-valid rule of thumb that ‘international 

trade grows twice as fast as the gross world product’ 

is a thing of the past,” said Philipp Wünschmann, Head of 

Shipping at Berenberg. “Shipping is in the midst of a consolidation 

process. Shipping companies are joining up to 

form large providers, strategic alliances are being formed.” 


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Directory 


MARINE MEDICAL CENTRES 

Dr. Abdul B. S. Acharwala 

Tulsiani Chambers, Office No. 4, 

Free Press Journal Marg, 

Nariman Point, Mumbai 400 021 

Phone: 022 66345451 

Dr. A.C. Kulkarni 

3-A, Siddhivinayak Chambers, 

Opp. MIG-Cricket Club, 

Bandra East, Mumbai 400 051 

Phone: 022 26423428 

Dr. Ashish Chaudhari 

Marine Medical Services, 

209, 210, 211 Mint Chamber, 

Fort, Mumbai 400 001 

Phone: 022 22611213 

Dr. Ashfaque M. Hajwane 

13-14, Rex Chembers, W. H. Marg, 

Near G.P.O, Ballard Estate, 


Phone: 022 22655233/ 34 

Dr. Bharati Rele 

Gita Building, 2nd Floor, 10 AA, 

Pandita Ramabai Road, 

Gamdevi, Mumbai 400 007 

Phone: 022 23613737 

Dr. Chirag J. Patil 

706, Abhishek Heights, Behind 

Police Commissioner Office, 

Kharkar Ali, Thane West, 

Mumbai 400 601 

Phone: 022 22885500 

Dr. Corinne Indani 

4/D, Oyster Apartments, 

Pilot Bunder Road, 

Colaba, Mumbai 400 005 

Phone: 022 22852618 

Dr. Dhaval Nitin Shah 

603, Falcon Crest, New Link Road, 

Off. L.T. Road, Borivali West, 


Phone: 022 28985061 

Dr. Girish A. Katageri 

42, 2nd Floor, Keluskar Road, 

Shivaji Park, Dadar West, 


Phone: 022 24465717 

Dr. G.K. Venkatesh 

Block No. 2/24, Leelavathi Sadan, 

65 Clive Road, Mumbai 400 009 

Phone: 022 23480214 

Dr. Jayant Rele 

213, 213A, 213B, Midas Sahar 

Plaza Complex, J. B. Nagar, 

Andheri East, Mumbai 400 059 

Phone: 022 28326868 

Dr. Kamal A. Vazirani 

1st Floor, Kalpatru Heritage, 

Opp. Mumbai University, 

Fountain, Mumbai 400 001 

Phone: 022 22675141 

Dr. Peter Fernandez 

5/204, Nav Smruti, Kadam 

Wadi, Kalina, Santacruz (E) 


Phone: 9820551478 

Dr. Prafull Shantilal Shah 

A-101, Heritage Plaza, 

Telli Cross Lane, Andheri East, 

Near Railway Stn, 


Phone: 022 26821823 

Dr. Ravish Asif 

Tatli 601, Idgah Road, Opp. ITI 

Bhiwandi, Mumbai 421 302 

Phone: 9833848627 

Dr. Shah Harshad Malji 

B-2/304, Mayur Ma-Krupa CHS, 

Shimboli Road, Borivali West, 


Phone: 022 28997212 

Dr. Shankar Shivappa Pol 

Shailesh Diagnostic Center, 

101/102, Kamraj Society-B, 

Dharavi, Mumbai 400 017 

Phone: 022 24072120 

Dr. Tarique Riyaz Ahmed Siddiqui 

404, Midas Sahar Plaza, Beside 

Kohinoor Continental, JB Nagar, 

Andheri (E), Mumbai 400 059 

Phone: 022 66787975 

Dr. V.Z. Belani 

Cecil Court, 1st Floor, 

Mahakavi Bhushan Road, 


Phone: 022 22885500 

Dr. Wills Verghese 

Laxmi Printing Press, 

23, Goa Street, Fort, Mumbai 

Phone: 022 22700090 

MARINE INSTITUTE 

BP Marine Academy 

(Two Campus) 

Principal: Shri Dhirendra Bihari 

Sai Pooja Chambers, Sector 11, 

CBD Belapur, Navi Mumbai 

400 614 

Tel No.022- 27574082/ 27565179 

Fax No. 022-27579103 

Web site : www.bpmarineacademy.in 

E-mail: bpmarine.academy@ 

gmail.com/bpmarine@sify.com 

Fleet Management Training Institute 

Principal: Capt. Koshore Narayan 

Shingare, 

122, the Great Eastern Galleria 

Sector-4, Nerul, Navi Mumbai 

400 706 

Tel: 022-67947280 

Fax: 022-67947290 

email:fmti@fleetship.com, 

Website Address: www.training. 

fleetship.com 

Institute of Marine Engineers 

(India) 

IMEI House, Plot No. 94, 

Sector-19, Nerul, 

Navi Mumbai 400 706. 

Tel No. 022-27701664/ 27706749 

Telefax No.022-27711663 

E-mail: training@imare.in 

administration@imare.in 

Website: www.imare.in 

Setrac College of Offshore 

Training 

2nd Floor, Neco Chambers, 

Plot-48, Sector-11, 

CBD Belapur, 

Navi Mumbai 400 614 

MASSA Maritime Academy 

Principal: Shri S. Y. Limaye, 

Great Eastern Summit, A- Wing, 

1st Floor, Plot No.56, Sector 15, 

CBD Belapur, Navi Mumbai 

400 614 

Phone No. :022-2756 2755(d) 

022-2757 4279, 2757 4320 

e-mail: massacademy@vsnl.net 

Pentagon Maritime Training & 

Research Institute 

Head of Institute: Mrs. Pratibha 

Pandey 

Pentagon house, Plot No.60, Sector-1, 

Shirwane, Nerul, 

Navi Mumbai 400706 

Tel: 22711012 / 27727004 

Fax:27727744 

email: pentagonmaritime@gmail. 

com 

Ramana Academy of Maritime 

Studies 

Principal : Capt. S.E. Demello 

Plot No. 05, Gut No. 85/0 + 86/1 

+ 96/1, Akurli, New Panvel (East), 

Navi Mumbai 410 206 

Tel No: 8425805056/ 

02143 232107 

E-mail: rams_marine@yahoo. 

co.in 

Web: www.ramanaacademy.com 

SNS Maritime Training Institute 

Principal: Capt N K Basak 

C-345,Vashi Plaza, 

Sector-17,Vashi Navi Mumbai 

400 703, 

Maharashtra 

Tel No.: 2765 7831/ 7865 - Fax 

No. 2765 7906 

e-mail:snsmaritime@gmail.com 

Tolani Maritime Institute 

Principal: Capt. Ashok Aggarwal 

Sher-e-Punjab Society, Andheri 

(East), Mumbai 400 093. 

Tel. 91 22 61535454 

Fax: 91 22 61535453 

E mail: dlp@tolani.edu 

Website: www.tolani.edu 

Seafarers Marine Institute 

Principal: Capt. P.C. Malhotra 

Motilal Nagar No.1, 110/ 882/ 

883, Best Nagar Bus Stop, 

Goregaon (West), 


E-mail: seafarers@rediffmail.com 

St. Xavier’s Technical Institute 

HOD: Capt. M.J.Chaves 

Mahim Causeway, Mahim, 


Tel No. 022-4455937/ 4454559 

Fax No.4454482 

E-mail: root@xtch.ernet.in 

Mariner’s Academy 

Director : Lt. Col.Jaisingh(Retd) 

Opp. Sayo Hotel, Village Nilje, 

Lodha Heaven, Dombivli(East) 

Tel No. 02516520305, 

9326996625 

Tele Fax No. 0251 2831330 

E-mail: marinersacademy@yahoo.co.in 

Marine Engineering & Research 

Institute 

Dy Director: Shri J.K.Dhar 

Hay Bunder Road, Mumbai, 

Tel No. : 022-3723577, 

Fax No: 022-3753151 

e-mail : meri-bom@giasbom.vsnl. 

net.in 

Coral Maritime Institute of 

Learning & Development 

Office No.101, 102 & 103,1st Floor, 

C-Wing, Balaji Bhavan, Sector-11, 

Plot No.42 A, CBD Belapur, Navi 

Mumbai, Maharashtra 400614. 


Phone: 022 22885500 

T.S. Chanakya 

Capt Superintendent: 

Capt.M.Baveja 

Karave, Navi Mumbai 400 706 

Tel No: 022 7703876/78 

Fax No: 022 7670398 

e-mail: tschanakya@hotmail.com 

Mumbai Maritime Training 

Institute 

Principal: Capt. C.L.Dubey 

Victor House, 1st Floor, Veera 

Desai Road, Next to Chitrlekha 

House, Andheri(W), 

Mumbai 400 053. 

Tel: 022 6313884 

Telefax: 022 631 3511 

email: mmti53@hotmail.com; 

website: maritimetraininginstitute.com 

Arya Marine Academy 

Principal: Capt. Maharaj Krishan 

Kapur 

Mumbai-Pune Highway, 

Near Chowk, Dist: Raigad 

C201, La Chapelle, Evershine 

Nagar, Malad, Mumbai 400 064 

Tel: 022 8204912 

Fax: 022 8204912/ 8885202 

email: aryamarine@rediffmail. 

com 



Directory 

SHIPPING COMPANIES 

ABS Marine Services Pvt. Ltd. 

405, Embassy Centre, Nariman 

Point, Mumbai 400021 

Phone: 91 22 66205800 

manning@absmarine.com 

Airborne Recruiting Private Ltd. 

5 Queen mansion, 1st floor, 44, 

A.K. Naik Marg, Fort, 

Mumbai 400 001. 

Phone: 91 22 40362100 

info@airbornerecruiting.com 

Andromeda Shipping (India) Pvt. 

Ltd 

501, The Eagle’s Flight, 263 Suren 

Road, Near Eastern Express Highway 

Metro Station, 

Andheri (E), Mumbai 400 093. 

Phone: 91 22 26845850 

starship@andromeda-india.com 

Anglo Eastern Ship Management 

(India) Ltd, 303, 3rd Floor, Leela 

Business Park, Marol 

Andheri(E), Mumbai 400 059. 

Phone: 91 22 6112 4600 

aesm.mumbai@angloe 

slemgroup.com 

APS Maritime Services Pvt. Ltd. 

C-75, Kamdhenu Shopping 

Centre, Lokhandwala Complex, 

Andheri (West), 

Mumbai 400053 

Phone: 91 22 66785616 

Bernhard Schulte 

Ship management Pvt. Ltd 

401, Olympia, Hiranandani Gardens, 

Powai, Mumbai 400 076. 

Phone: 91 22 40017300 

in-smc-man@bs-shipmanagement.com 

Cenmar Maritime Agencies (India) 

Pvt. Ltd. 

B/206 Everest Chambers,Marol 

Naka, Andheri (E), 

Mumbai 400 059. 

Phone: 91 22 29203978 

manninig@cenmarindia.in 

Chettinad Marine & Offshore Co. 

(I) Pvt. Ltd. Mumbai 

No. 4, Kamanwala Chamber, 3rd 

Floor, Sir P.M. Road, Opp. Strand 

Book stall, Fort, Mumbai 400001 

Phone: 91 22 22620162 

DOCKENDALE SHIP MANAGE- 

MENT (INDIA) PVT. LTD. 

G-05, Technopolis Knowledge 

Park Mahakali Caves Road, 

Chakala Andheri (E), 

Mumbai 400 093. 

Phone: 91 22 61045200 

dsctec@dockendale.net 

Elite Mariners Pvt. Ltd 

Remi Biz Court, D-404, Shah Industrial 

Estate, Veera Desai Road 

Andheri (W), Mumbai 400053. 

Phone: 91 22 61315555 

elite@elitemariners.com 

Elegant Marine Services Pvt. Ltd. 

Mumbai, 

602, Great Easter Galleria sector-4, 

Nerul 

Navi Mumbai 400 706. 

Phone: 91 22 30997100 

corporate@elegantship.com 

Elektrans Shipping Pvt Ltd 

109-111, Shalimar Morya, park 

Off, New Link Road, Andheri (W), 

Mumbai 400 053. 

Phone: 91 22 40456000 

Forbes Bumi Armada Limited 

Forbes Building, Charanjit Rai 

Marg, Fort, Mumbai 

Phone: 91-22-61470900 

Gulf Energy Maritime Services 

Pvt. Ltd 

406-407, 4th Floor, “215 “ Atrium, 

Andheri (E), Mumbai-400069. 

Phone: 022 6154 8888 

gemindia@gemships.in 

Jubilant Enpro Private Limited. 

1st Floor, Transocean House, 

Hiranandani Business Park, 

Mumbai, Maharashtra 400076 

Phone: 022 4056 3000 

Killick Marine Services Ltd 

Commercial Union House, Lower 

Ground floor, 9 Wallace street, 


Phone: 91 22 22076285 

kilmar@vsnl.com 

Maersk Line India Pvt. Ltd. 

Urmi Estate, Tower-A, 12th Floor. 

G.K. Marg, Lower Parel (W), 

Mumbai 400013 

Phone: 91 22 33408445 

Maersk Tankers India Pvt. Ltd. 

247 Park, 702 Tower A, Lal Bahadur 

Shastri Marg, Vikroli West, 

Mumbai 400 083. 

Phone: 7506056940 

Medallion Marine Pvt. Ltd. 

A-501/502, Floral Deck Palaza, 

C-Cross Road, MIDC, Andheri (E), 

Mumbai 93 

Phone: 91 22 61570400 

crewing@medallionmarine.com 

Mitsui OSK Lines Maritime (India) 

Pvt. Ltd 

Unit No. 52, 5th floor, Kalpataru 

square,Kondivita Lane off 

Andheri-Kurla Rd. Andheri (E) , 

Mumbai 400 059. 

Phone: 022 61507000 

molml@molmi.com 

MMS Maritime Agency (India) 

Pvt. Ltd 

401 Raheja plaza, 15/B, Shah 

Industrial Estate, Off Andheri Link 

Road,Andheri(W), 

Mumbai 400053 

Phone: 91 22 40620100 

mmsi@mms-india.com 

MSC crewing services Pvt. Ltd 

2nd-3rd floor MSC House, Andheri 

Kurla Road, Andheri(E) 

Mumbai 400 059. 

Phone: 91 22 67522555 

crewing@msccs.com 

MSI Shipping Services India Pvt. 

Ltd 

C-Wing, C 704, Remi Biz Court, 

Plot. No. 9, Shah Industrial Estate, 

Off Veera Desai Road, Andheri (W), 

Mumbai 400053 

Phone: 42378000/09 

msi@msishipsindia.com 

M.T.M. Ship Management (India) 

Pvt. Ltd. 

4th floor,Gala Imecca, Next to 

Courtyard by Marriot, Andheri 

Kurla Road, Andheri (E) 

Mumbai 400093 

Phone: 022 61112111 

mumbai@mtmsm.com 

NIMBUS MARITIME SERVICES 

PRIVATE LIMITED 

203 Sagar Avenue, Above ICICI 

Bank S V Road, Andheri (W), 

Mumbai 400 058. 

Phone: 91 22 26256603 

info@nimbusmaritime.com 

Northern Marine Management 

(India) Pvt. Ltd 

301/302, Delphi, ‘B’ Wing, Orchrd 

Avenue, Hiranandani Business 

Park, Powai, Mumbai 400076 

Phone: 91 22 67515200 

NYK Ship Management (I) Pvt.Ltd 

303, Ascot Centre, Sahar Road, 

Andheri (E), Mumbai 400099 

Phone: 022 30876700 

nyksm.s.smin-mumbai@nykgroup. 

com 

OCS Services (India) Pvt. Ltd. 

407-411, Oberoi chambers II, 645 

646, New Link Road, Andheri (W) 


Phone: 91 22 2674444 

OMCI Shipmanagement Pvt. Ltd. 

Delpbhi, A-201/202, Hiranandani 

Business Park, Powai, 

Mumbai 400076 

Phone: 91 22 4248 1100 

Orient Ship Management & 

manning Pvt. Ltd 

601, 6th Floor, Global Chambers 

Off. New Link Road, Andheri (W), 

Mumbai 400053 

Phone: 91 22 26736459 

crewing@osmm.com 

Oyster Shipmanagement Pvt. Ltd 

91, Empire Building, 2nd Floor, Dr. 

D.N Road, Fort, Mumbai 400 001. 

Phone: 91 22 2207 1851 


RB British Marine PLC. 

C/903, 215, Atrime, Next to courtyard 

Marriott, Andheri Kurla Road, 

Andheri (East), Mumbai 400069 

Phone: 91 22 66776818 

Scorpio Marine Management (I) 

Pvt. Ltd, 

Scorpio House, Central Avenue, 

Hiranandani Business Park, 

Powai, Mumbai 400076 

Phone: 91 22 61544300 

Sealandia Crew Management Pvt. 

Ltd 

R-102,Remi Bizcourt, Plot No.9, 

Shah Industrial Estate, Off. Veera 

Desai Road, Andheri(West), 


Phone: 91 22 67429200 

crewmanagement.in@selandia-group.com 

Seaspan Crew Management India 

Pvt Ltd 

501, Kamla Executive Park, Cross 

Road B, Off Andheri Kurla Road, 


Phone: 91 22 4066 6200 

scmipl@seaspanindia.com 

Teekay Shipping (India) Pvt. Ltd., 

Metro House, 4th Floor, M.G. 

Road, Mumbai 400020. 

Phone: 91 22 67468800 

Tolani Shipping Company Ltd., 

Mumbai 

10-A, Bakhtawar, Nariman Point 

Mumbai 400 021. 

Phone: 91 22 66568989 

tscl@vsnl.com 

Torm Shipping India Pvt. Ltd. 

2nd Floor, Leela Business Park, 

Andheri Kurla Road, 


Phone: 91 22 6640 7200 

mhrin@torm.com 

V. Ships India Pvt Ltd 

Edelweiss House, 1st Floor, Off 

CST Road, kalina, Santacruz (E), 

Mumbai 400098 

Phone: 022 4001 3300 

bombay@vships.com 

Wallem Ship Management (India) 

Pvt. Ltd 

1st Floor, Valecha Chambers, 

Plot B-6, Andheri-New Link Road, 

Andheri (W), Mumbai 400 053. 

Phone: 022 40432222 

Wilhelmsen Ship Management(I) 

Pvt. Ltd., Mumbai 

31/32, Apple Heritage, Plot 

No.54-C, Sir Mathuradas Vasanji 

Road, Andheri (E), 

Mumbai 400093 

Phone: 91 22 30882750 

wsm.india@wilhelmsen.com 

office@zodiac-maritime.in 



Jetty Jokes 


Having passed the enlistment 

physical, Jon was asked by the 

doctor, 

“Why do you want to join the Navy, 

son?” 

“My father said it’d be a good idea, 

sir.” 

“Oh? And what does your father do?” 

“He’s in the Army, sir.” 

By the time a Marine pulled into a little town, every hotel 

room was taken. 

“You’ve got to have a room somewhere,” he pleaded. “Or just 

a bed, I don’t care where.” 

“Well, I do have a double room with one occupant, a Navy 

guy,” admitted the manager, “and he might be glad to split 

the cost. 

But to tell you the truth, he snores so loudly that people in 

adjoining rooms have complained in the past. 

I’m not sure it’d be worth it to you.” 

“No problem,” the tired Marine assured him. 

“I’ll take it.” The next morning the Marine came down to 

breakfast bright-eyed and bushy-tailed. 

“How’d you sleep?” Asked the manager. 

“Never better.” 

The manager was impressed. 

No problem with the other guy snoring, then?” 

“Nope, I shut him up in no time.” 

Said the Marine. “How’d you manage that?” asked the manager. 

“He was already in bed, snoring away, when I came in the 

room,” the Marine explained. 

“I went over, gave him a kiss on the cheek, said, ‘Goodnight, 

beautiful,’ and he sat up all night watching me.” 

Nautical Word Search Puzzle 

What did the sailor say to the other 

when they had a problem? 

-We are in the same boat. 

Have any onboard Jokes? 

Send them to 

info@TMWSmagazine.com 

to get featured. 



Health Harbor 


Mental Health Problems At Sea: 

A Storm Is Brewing 

According to the latest statistics, over 25 percent of people 

will experience a mental health problem at some point in 

their lives and for those working offshore, this figure is significantly 

and potentially dangerously higher. What’s more, 

the problem’s growing. 

So, what’s causing the rise of mental health problems within 

our industry and why are seafarers more likely to suffer 

from these issues than those working on land? Most importantly, 

what can be done to solve the problem and establish 

a happier, healthier and safer workforce on the 51,000+ 

merchant ships that sail our seas? 

Why are mental health issues more common for off-shore 

workers? 

Lack of communication with the outside world away from 

home between six months to a year, unable to see family 

and often with limited access to the internet to use communication 

platforms such as Skype or WhatsApp to keep in 

contact with loved ones: times can be very tough on a vessel 

and feelings of loneliness and isolation can soon start 

to creep in. 

In this day and age, it’s hard to believe that internet access 

is not readily available across the globe, but Seafarers’ Trust 

recently reported that as many as 77 percent of seafarers 

have their internet access strictly limited, or have no access 

to internet whilst offshore at all. 

Physical demands: tiredness kills! 

It’s often said that seafaring is a physically demanding occupation. 

Nowhere has this been better expressed than by 

the International Maritime Health Association when it says, 

“It has been established that seafaring is one of the most 

physically demanding professions in one of the most dangerous 

work environments: the sea.” 

The fact that there is global evidence of misreported working 

hours on vessels, shows how cultural and commercial 

pressures are universally shared. Many seafarers blame 

the demands of split shift patterns for the high levels of fatigue 

they experience offshore, but whatever the cause one 

thing’s for sure, fatigue is strongly linked to mental health 

problems and is considered one of the greatest contributing 

factors to mental illness. 

Social isolation compounded by quick turnaround times in 

port: 

It’s been said that an increase in social isolation, compounded 

by quick turnaround times in port, can make a seafarer’s 

life very similar to that of a jailed inmate: the ship becoming 

a floating prison. As a result, and very sadly, depression, 

psychotic breakdown, and even suicide are relatively common, 

documented real-life consequences that result from 

social isolation of vulnerable crew. 

The rise of multinational 

crews: making it difficult 

to form a strong bond 

The majority of shipping 

companies employ multinational 

crew, which 

introduces its own set 

of problems such as the 

language barrier and 

group formation leading 

to cultural isolation. 

Reduced common language 

and shared culture 

means that it’s becoming 

more difficult for crews to 

communicate with each other in a meaningful way. 

Reduced crew numbers lead to increased physical and psychological 

stress 

Work related stress offshore can soon escalate, with common 

contributing factors, including; the demands of the job; 

the level of control seafarers have over their work; the support 

received from management and colleagues; relationships 

at work; the seafarers’ role in the organisation; and 

change and how it is managed, all playing their part. 

Bullying and harassment: experienced by almost 50% of 

seafarers! 

Bullying and harassment at sea can have serious consequences 

for the physical and emotional health of a ship’s 

crew, such as decreased motivation, increased absenteeism 

and a fall in productivity. What’s more, bullying and harassment 

can also have negative effects for the companies 

themselves, resulting in a deterioration of working conditions 

with huge organisational, economic and potential legal 

consequences too. Given the serious consequences of 

bullying and harassment, it’s shocking that according to 

research carried out by Nautilus International, almost 50% 

of seafarers have personally experienced bullying, harassment 

or discrimination at sea: this is a common problem. 

Harassment and bullying can take a wide variety of forms, 

ranging from verbal aggression, ill-treatment, cyber-bullying 

or sexual discrimination through to various forms of 

physical aggression resulting in serious injuries. 

Aggression may take the form of body language, intimidation, 

contempt or disdain. While the physical effect of harassment 

and bullying is fairly easy to identify on account 

of the obvious external signs, the same cannot be said of 

the emotional effects of harassment and bullying which are 

often denied or distorted. Enhancing the problem, there’s 

evidence to show that a large number of seafarers who’ve 

experienced bullying or harassment, don’t feel able to make 

a complaint, for fear that it wouldn’t be taken seriously. 







RNP Licence Number: MNW/309/2016-2018 

Posted on 4th & 19th of Every Month (fortnightly) 

Printed & Published by: Capt. Mario Oscar Rodrigues on behalf of Acrux Shipping Pvt. Ltd. 

Printed at: Fine Print, Plot No. 1, Unit No. 5, Shah Industrial Estate, Veera Desai Road, Andheri (W), Mumbai-400 053. 

Published at: 204, Neo Corporate Plaza, Ramchandran Road Extn, Malad (W), Mumbai - 400 064, Maharashtra, India. 

Editor: Capt. Joe Francis Rodrigues 

Posted at: Liberty Garden Post Office, Maletdar Wadi Road, Adarsh Nagar, Malad (W), Mumbai - 400064 

RNI License No: MAHENG/2011/35501

Vol-8 issue 07

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