Vol- 8 issue-08

THE MODERN 

WORLD SEAFARERS 

Vol- 8 Issue 08 Mumbai 

16 th -30 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 16 th - 30 th April 2018 

www.seafarersjobs.com

16 th - 30 th April 2018 TMWS 3 



The Modern World Seafarers 

Fortnightly magazine 

Owner: Acrux Shipping Pvt.Ltd 

ADVERTISING ENQUIRY 

www.seafarerjobs.com 

www.marineinstitutes.com 

& 

The Modern World Seafarers 

(Fortnightly Magazine) 

www.tmwsmagazine.com 

Contact: 

022-67259913/61275296/97 

Email: info@acruxshipping.com 

Printed & Published by: 

Capt. Mario Oscar Rodrigues 

Publishes from: 

204, Neo Corporate Plaza, 

Ramachandra Road Extn., Malad (W), 

Mumbai - 400064, 

Maharashtra, India. 

Ph no. : 022-67259913 / 61275296 /61275297 

Printed at: 

Fine Print, 

Plot no. 01, Unit no. 05, 

Shah Industrial Estate, 

Inside Ghanshyam Ind. Estate, 

Veera Desai Road, 

Andheri (W), 

Mumbai - 400053, 

Maharashtra India 

Editor: Capt. Joe Francis Rodrigues 

Disclaimer : 

All advertisements and material in this magazine are subjected to approval by the 

publisher and are not necessary the opinion of the publisher. All advertisement in 

the magazine are placed with no liability accepted by the publisher for the material 

content Theron. No liability is accepted for advertisement that are placed or 

any information that might be criminally connected. No responsibility is accepted 

by the publisher for omission or error or non-insertin of any advertisements. 

All information is checked to the best of our knowledge and I’d reliant upon the 

material submitted not being in contravention of it reliant laws and regulation and 

within the provision of the Trade Practices Act. All advertisers and readers are advised 

to make adequate enquire before making any financial placement or entering 

into any commitment in relation to any advertisement published in this publication 

THE MODERN WORLD SEAFARERS. The modern works seafarers will not 

be responsible for the views expressed by contributors in their personal capacity. 



Nautical News 


6 Ways for Shipowners to Reduce 

Bunker Costs 

It’s no secret – shipping is going through a tough time. And 

in tough times, owners need to do everything they can to 

help the bottom line. The industry has been rife with consolidations, 

bankruptcies, acquisitions and downsizing. But 

what else can shipowners and charterers do to become 

more profitable? 

The cost of bunker fuel is an easy place to start. Fuel accounts 

for a whopping 60-80% of the cost of a voyage. So 

what are the ways an owner can reduce these costs? 

Slow Steaming 

This is an obvious one. Drag on a ship reduces “quadratically” 

with the speed, which is a fancy way of saying that 

going at twice the speed uses 4x as much fuel due to the 

increased drag. Slow steaming is typically done at 18 knots 

– anything less is considered ‘super slow steaming’. Dropping 

speeds on a cargo ship from 27 to 18 knots can reduce 

fuel consumption by 59%. Bottom line – if you can afford 

the extra time, its worth slowing down. 

Use an intermediary 

This might seem less obvious. Why use an intermediary 

when you can do it yourself? The value of using a buying 

service such as BunkerEx or a broker is that they can get you 

a bigger discount than the cost of their fee. A good channel 

will have strong relationships with suppliers and valuable 

information at hand to advise their clients on when to buy, 

who to buy from and who to avoid. Studies show that using 

a intermediary reduces the risk of a claim, so in the long run 

they can reduce your bunker costs significantly. With our 

online platform, there are no fees for buyers and supplier 

fees are fixed and transparent, creating a strong incentive to 

obtain the lowest price. 

Account for the “Extras” 

Barge fees, calling costs, port charges and extra fees can 

significantly increase the “per metric tonne” price quoted. 

It’s important to bunker in the most efficient location, taking 

into account all extra charges and measuring this against 

the cost of deviating to the anchorage or another port. Using 

the latest port mapping technology and calling cost 

API’s, our system can quickly compare and determine the 

cheapest bunker port once all extra charges are taken into 

account. 

Increase supply chain transparency 

Many bunker purchases contain middle-men between the 

vessel and physical supplier. Every extra person in the chain 

will take a fee. To reduce your costs, it’s important to understand 

who these middle-men are and what value they 

bring to the delivery. Ensure all participants are adding value 

along the chain, and that you’re not indirectly losing on 

extra fees and commissions. 

Using a fully transparent platform which allows you to control 

who you are buying from, with no risk of paying higher 

fees than needed. This ultimately results in greater savings 

for the owner or charterer. 

Cover more suppliers in the market 

Relying on bunker experts (i.e. brokers, traders or in-house 

buyers) is recommended, but it’s important they have covered 

enough of the market to create a more competitive enquiry. 

A lot of brokers will continue to re-use the same suppliers 

again and again. Although this might be comfortable 

for them, complacency often results in higher prices. 

Reduce the risk of claims 

Every supplier you deal with should have a solid track record. 

It’s important to constantly monitor all supplier’s 

trading activity, their claim ratios and if they have 

had any recent issues or key personnel changes. 

Bunker systems with a clean and well-run process 

for choosing suppliers will always be less likely to 

cause a delivery dispute and hence create savings 

over time. 



Nautical News 


Indian shipping industry may hit 

foreign shores to fight slump 

Caught in deep waters, the Indian shipping 

industry may be contemplating 

converting their ships to foreign registration, 

potentially causing a loss in 

taxes of about Rs 8,000 crore to the 

central exchequer. Anil Devli, CEO, Indian 

National Shipowners’ Association 

(INSA), said, Indian shipowners could 

switch to a foreign flag if the government 

refrains from offering cargo support 

to the domestic industry in order 

to compete with foreign shipping lines. 

Devli said, “While India does not practice 

cabotage, there is a provision under 

the chartering guidelines offering 

the domestic industry the right of first 

refusal (RoFR) in case a foreign company 

emerges as a lowest bidder for 

any cargo contract. In the absence of 

RoFR, there is no incentive to remain 

flagged in India.” 

According to estimates, already, around 

35% of the total fleet owned and controlled 

by Indian interests is flagged 

overseas because of lack of cargo support 

and high taxes. Cabotage laws apply 

to ships in most countries so as to 

protect the domestic shipping industry 

from foreign competition. However, 

in India, shipping companies only get 

RoFR, or the right to match the lowest 

price offered by a foreign ship. If the 

Indian ship does not accept the rate 

quoted by the foreign flag, then the foreign 

flag is given the licence by INSA 

within 24 hours to execute the contract. 

In the current scenario, although Indian 

shippers are able to match or offer 

better rates than foreign shipping lines, 

their market share is less than 10% of 

the total cargo movement. 

Foreign vessels carry over 90% of Indian 

cargo. According to latest data 

from INSA, in FY15-16, the share of Indian 

ships in the carriage of EXIM cargo 

was a miniscule 7.86%. An Indian 

vessel is less competitive because of 

multiple taxes, the higher cost of bunker 

fuel and a levy of 5% as integrated 

goods and services tax (IGST) on the 

purchase value of new ships. 

Moreover, Indian shippers are compulsorily 

required to employ more numbers 

of seamen on their vessels compared 

to foreign ships. This not only results 

in a higher wage outgo but companies 

also have to bear the income tax burden 

of 30% for each employee, in order 

to remain competitive with the wages 

offered on foreign ships. 

Devli said, in comparison, a foreign 

vessel pays only a tonnage tax. He explained, 

“Worldwide, there is no goods 

and services tax (GST), value added 

tax (VAT) or any sort of direct tax other 

than tonnage tax that is applied on the 

shipping industry. Even the tonnage tax 

lower in other countries.” For instance, 

for a vessel of 800 tonne, the tonnage 

tax in Singapore, converted into Indian 

currency, at `7,784 is lower by 87% 

while in the UK, it is lower by 51%. For 

a vessel of 28,000 tonne capacity, the 

tonnage tax in Singapore, at `2,72,440, 

is lower by 80% when compared to 

India. In UK, it is 57% lower while in 

Japan, it is 4% lower. With respect to 

GST, a shipping company in India pays 

tax on all input services availed by it, 

such as cargo handling, clearing and 

forwarding, port services, repair and 

maintenance, storage and warehousing, 

manpower recruitment, 

hiring of vessels, etc. In the European 

Union (EU), China, Australia, the UK 

and Singapore, there is either no GST 

or it is zero rated. In a zero-rate regime, 

the shipping company is not taxed but 

can still avail input tax credit for goods 

and services used. Second, the cost 

of wages forms about 40% of the total 

cost of operations of a ship. 

However, this is higher for Indian ships 

as they also need to factor in the tax 

rate of 30% on the wages paid to their 

employees. Third, bunker fuel, that 

ships use, is also costlier in India. 

Fourth, Indian shipping companies 

need to pay 5% IGST on the purchase 

of new ships. Ranjit Singh, ED & CEO, 

Essar Shipping, said, for a tanker that 

costs a minimum of $40 million, an Indian 

company would have to pay $2 

million upfront as IGST. He said, “No 

bank will fund me for tax so I have to 

arrange these funds on my own. 

The government is offering input credit 

over the life-cycle of the ship but this is 

not the ideal solution. What is worse is 

a foreign company can make the same 

purchase without having to pay the 5% 

IGST.” 

According to data from INSA, over the 

last 25 years, the planned expenditure 

on the shipping industry was just 

1.78% of the expenditure on railways 

and 2.3% of the roads sector. With almost 

zero budgetary support to Indian 

shippers over the last 25 years and policies 

that put them at a disadvantage 

compared to foreign shipping lines, the 

amount remitted out of India as freight 

is about $52 billion. 



Nautical News 


Pirate attacks worsen in Gulf of 

Guinea 

A surge in armed attacks against ships around West Africa 

is pushing up global levels of piracy and armed robbery at 

sea, warns the International Chamber of Commerce’s International 

Maritime Bureau (IMB). 

IMB’s Piracy Reporting Centre recorded 66 incidents in the 

first quarter of 2018, up from 43 for the same period in 2017, 

and 37 in Q1 2016. 

Worldwide in the first three months of 2018, 100 crew were 

taken hostage and 14 kidnapped from their vessels. A total 

of 39 vessels were boarded, 11 fired upon and four vessels 

hijacked. IMB received a further 12 reports of attempted attacks. 

The Gulf of Guinea accounts for 29 incidents in 2018 Q1, 

more than forty percent of the global total. Of the 114 seafarers 

captured worldwide, all but one were in this region. 

All four vessels hijackings were in the Gulf of Guinea, where 

no hijackings were reported in 2017. Two product tankers 

were hijacked from Cotonou anchorage in mid-January and 

early February, prompting the IMB PRC to issue a warning to 

ships. Towards the end of March, two fishing vessels were 

hijacked 30nm off Nigeria and 27nm off Ghana. 

“The hijacking of product tankers from anchorages in the 

Gulf of Guinea is a cause of concern. In these cases, the 

intent of the perpetrators is to steal the oil cargo and kidnap 

crew. The prompt detection and response to any unauthorised 

movements of an anchored vessel could help in 

the effective response to such attacks,” commented an IMB 

spokesperson. 

Nigeria piracy hotspot 

Nigeria alone recorded 22 incidents. Of the 11 vessels 

fired upon worldwide, eight were off Nigeria – including a 

300,000 MT deadweight VLCC tanker more than 40nm off 

Brass. “Attacks in the Gulf of Guinea are against all vessels. 

Crews have been taken hostage and kidnapped from fishing 

and refrigerated cargo vessels as well as product tankers. 

In some cases, the attacks have been avoided by the early 

detection of an approaching skiff, evasive action taken by 

the vessel and the effective use of citadels. 

The IMB is working with national and regional authorities in 

the Gulf of Guinea to support ships and coordinate counter 

piracy actions. The authorities from Benin, Nigeria and Togo 

have sent out boats in response to several incidents,” said 

an IMB spokesperson. 

Somali risk remains 

One incident was reported off Somalia, where a product 

tanker was fired upon and chased by two skiffs around 

160nm SE of Hobyo. At the end of March, a 160,000 DWT 

tanker reported being fired upon in the Gulf of Aden, while 

transiting within the Maritime Security Transit Corridor. The 

distance from land, sighting of ladders and firing upon ships 

continues to illustrate that the Somali pirates retain the capability 

and intent to attack merchant shipping in the wider 

Indian Ocean. 

Indonesia 

Indonesia recorded nine low level attacks against anchored 

vessels. Five bulk carriers reported actual or attempted attacks 

at Muara Berau anchorage in Samarinda, while waiting 

to load coal cargoes. 

IMB Piracy Reporting Centre 

Since 1991 the IMB PRC’s 24-hour manned centre has provided 

the maritime industry, governments and response 

agencies with timely and transparent data on piracy and 

armed robbery incidents – received directly from the Master 

of the vessel or its owners. The IMB PRC’s prompt forwarding 

of reports and liaison with response agencies, its 

broadcasts to shipping via Inmarsat Safety Net Services 

and email alerts to CSOs, all provided free of cost, has 

helped the response against piracy and armed robbery and 

the security of seafarers, globally. IMB strongly urges all 

shipmasters and owners to report all actual, attempted and 

suspected piracy and armed robbery incidents to the IMB 

PRC. This first step in the response chain is vital to ensuring 

that adequate resources are allocated by authorities to 

tackle piracy. Transparent statistics from an independent, 

non-political, international organization can act as a catalyst 

to achieve this goal. 



Nautical News 


US Coast Guard eases the burden of 

marine casualty reporting 

Further to the alert “US marine casualty reporting” of 15 

July 2016, the US Coast Guard (USCG) published a final rule 

on 19 March 2018, amending the monetary property damage 

threshold amounts for reporting a marine casualty and 

for reporting a type of marine casualty called a “serious marine 

incident” (SMI). The final rule, which takes effect on 18 

April 2018,increases the reportable marine casualty property 

damage threshold amount in 46 CFR 4.05-1(a)(7) from 

USD 25,000 to USD 75,000. It also changes the SMI property 

damage threshold in 46 CFR 4.03-2(a)(3) from USD 100,000 

to USD 200,000. Mandatory drug and alcohol testing will 

still be required if the property damage meets the amended 

monetary threshold amounts of those marine casualties in 

excess of USD 200,000. The final rule in its entirety can be 

found in the Federal Register under Docket No. USCG-2016- 

0748. 

Please note that other marine casualties detailed in 46 CFR 

4.05-1, such as groundings, bridge strikes, losses resulting 

in reduced vessel manoeuvrability, impacts on vessel seaworthiness 

or fitness for service or route, loss of life, injury 

requiring professional medical treatment, or significant 

harm to the environment, must still be reported – regardless 

of the property damage cost involved. For example, if a 

vessel strikes a bridge, it does not matter whether the strike 

resulted in any damage, pollution, or injuries, as a bridge 

strike is in itself a reportable marine casualty. 

According to the USCG, the CG–2692 forms released in 

2016 will also be amended to reflect the rule changes. The 

changes to Form CG–2692 will involve revising its title and 

moving certain sections to two new addendum forms. 

Background for the amendments 

US regulations require that vessels notify the USCG immediately 

of hazardous conditions and certain marine casualties. 

The original regulations that set the property damage 

dollar threshold amounts were enacted in the 1980s and 

have not been updated since that time. As the monetary 

thresholds for reporting have not kept pace with inflation, 

vessel owners and operators have been required to report 

relatively minor casualties. In addition, 

the original regulations require mandatory drug and alcohol 

testing following an SMI. As a result, vessel owners and operators 

have been conducting testing for casualties that are 

less significant than those intended to be captured by the 

original regulations. Updating the original regulations will 

reduce the burden on vessel owners and operators, and will 

also reduce the amount of USCG resources used to investigate 

these incidents. 

Recommendations 

Members and clients with US-flag vessels and vessels operating 

in US waters are advised to review the final rule to 

determine how the new reporting thresholds and drugs and 

alcohol testing requirement impact on their operations and 

revise their policies and procedures accordingly. It is also 

important to ensure that relevant crews and operational 

personnel are aware of the requirements to immediately 

notify the USCG of any hazardous condition or casualties 

onboard and that fleets have available the most recent version 

of the reporting forms. 

Not all casualties are reportable, as such reporting is dependent 

on the type of incident and the circumstances surrounding 

each incident. It is therefore difficult to provide a 

concise summary of the types of conditions that must be 

reported but in general, the “hazardous condition” notice 

requirements found at 33 CFR 160.2016 apply to a much 

broader range of conditions or casualties than the “marine 

casualty” notice and reporting requirements found at 46 

CFR Subpart 4.05. One example is a fall overboard that does 

not result in injury or death but may create a hazardous 

condition when manoeuvring in congested waters. 

Additional guidance and interpretation of the aforementioned 

regulations, as well as the latest version of the 

CG-2692 forms, can be downloaded via USCG Operations 

Home: https://www.dco.uscg.mil and the menu path: Our 

Organization > Assistant Commandant for Prevention Policy 

(CG-5P) > Inspections and Compliance (CG-5PC) > Office 

of Investigations & Casualty Analysis. 



Nautical News 


Indian Register of Shipping (IRClass) 

assists in electrification of Elephanta 

island, a UNESCO world heritage site 

Indian Register of Shipping (IRClass), a leading international 

classification society, has successfully assisted public 

electricity distribution utility, Maharashtra State Electricity 

Distribution Company Limited (MSEDCL), in the marine 

cable installation works for the electrification project of 

Gharapuri island (popularly known as Elephanta island). 

As the agency overseeing the cable installation works, IR- 

Class was responsible for: 

• finalizing the route using route survey and bathymetry 

survey; 

• proposing technical specifications and construction 

methodology; 

• conducting a marine feasibility study with conceptual layout 

and; 

• making periodic inspection of cable installation in addition 

to conducting a final check 

To get electricity to the island, four, single core 22 KV Copper 

cables of 95 sq mm were laid below the seabed from TS 

Rehman Institute using the plough method over a distance 

of 7 kms – making this one of the biggest shore to shore 

cabling in India. 

Mr. Naresh Gupta, Sr. VP & Divisional Head – Industrial Services 

commended the IRClass team for achieving this milestone 

and said: “Adding this to our project portfolio demonstrates 

not just IRClass’ capability in handling large scale 

and technically challenging projects but also the trust we 

have earned from government bodies like the Government 

of Maharashtra – truly making IRClass the class by choice.” 

The island, which was declared as a UNESCO World Heritage 

site, had to depend on generators for power – for seven 

decades long, before finally receiving electricity. 

According to a spokesperson from MSEDCL: “This project is 

set to benefit 950 villagers from three Gharapuri villages – 

Shetbander, Morabandar and Rajbandar.” 

He added: “As this is MSEDCL’s first project involving laying 

undersea cables, it was crucial that we work with an experienced 

classification society like IRClass.” 



Nautical News 


Wind Propulsion is an Essential Tool 

in Shipping’s Decarbonisation Efforts 

says the International Windship 

Association 

The International Windship Association, along with it’s 40- 

plus member companies and organisations is positioned to 

help the shipping industry meet urgent and ambitious carbon 

reduction targets to be set by the International Maritime 

Organization (IMO) at MEPC72 this week. There is 

a wide range of wind-assist and primary wind propulsion 

technology solutions that offer between 10-30% savings for 

retrofits, and up to 50% on smaller new built fully optimised 

vessels. Wind is a primary renewable energy that is free at 

point of use, abundant and exclusively available giving the 

vessel better commercial and operational autonomy. IWSA 

members are clear in their message that the tool box of 

clean technologies available to shipping today can help deliver 

upon the decarbonisation goals of keeping world temperatures 

to as close to 1.5C as possible, as outlined in the 

Paris Agreement. 

Gavin Allwright, IWSA Secretary said: 

“We have been working together with a wide range of technology 

providers, pioneering ship owners, design and research 

experts and policy makers all sharing the goal of 

enabling sustained and deep reductions in GHG emissions 

in the industry. The debate has shifted profoundly from one 

where there was doubt that we have the tools to do the job, 

to one where that is acknowledged, but the scaling of those 

low carbon technologies and fuel options is a matter of 

choice.” 

“We hope that the policy makers in the committee rooms 

at IMO this week recognise that they have a choice, ‘business-as-usual’ 

or embracing the huge GHG savings available 

from primary renewables such as wind propulsion 

and secondary renewable fuels and the uptake of other 

clean technology and design. These make the Paris Agreement 

goals both achievable and commercially desirable. 

IWSA members will continue to work with the industry to 

deliver on those reductions, as we look to create a sustainable 

and profitable fleet fit for purpose for the coming decade 

and beyond.” 

IWSA members are developing a wide range of wind propulsion 

technologies, with Flettner Rotors or Rotor Sails now 

in commercial use on three vessels, with the addition of 

three more by the end of the 2018, including vessels in the 

bulker, roro, passenger ferry, tanker and general cargo segments. 

These installations are already delivering between 

5-15% fuel and emissions savings. Hard sail, soft sail and 

kite technologies are also either in commercial use or undergoing 

final development testing and sea trials, and these 

will soon be followed by further suction wing, hull form and 

turbine developments. All of these wind technologies, especially 

in new build configurations, can work hand-in-hand 

with other low emission technologies and fuel applications, 

substantially reducing the amount of fuel required to do the 

same work. 

The shipping industry is starting to embrace the opportunities 

that commercial wind propulsion provides, from Viking 

Lines to Maersk, MOL to STX France. The direction of travel 

is shifting and we hope that the IMO can feel the change in 

the way the wind blows and set an ambitious course, making 

the choice to lead in decarbonisation efforts and fully 

deliver on the Paris Agreement goals and beyond. 



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 




Nautical News 


Court Clears Sale Of Six Ships Of 

Varun Shipping 

In a probably first-of-its-kind order, the Bombay High Court 

has cleared sale of six ships originally owned by Varun Resources 

Ltd – once the biggest liquefied petroleum gas ship 

owners – as its creditors were not paying the cost for the 

ships’ management. 

Justice KR Shriram, in an order passed on Tuesday, allowed 

sale of LPG Maharshi Devatreya, Maharshi Krishna Treya, 

Maharshi Bhavatreya, Maharshi Bhardwaj, Maharshi Shubhatreya 

and Maharshi Mahatreya already arrested under HC 

orders in Indian waters. 

The court has directed the Sheriff, assisted by an independent 

surveyor, to fix the terms and conditions of sale, issue 

advertisement and take all steps to complete the sale and 

report to the court for confirmation of the sale as per the 

timeline set by the court. 

The unique point about this order is that the company concerned 

– Varun Resources – is already under liquidation 

based on Insolvency and Bankruptcy Code proceedings 

filed by a consortium of banks led by the State Bank of India 

before the Mumbai bench of National Company Law Tribunal 

(NCLT). The NCLT has already appointed an insolvency 

resolution professional (IRP), and a committee of creditors 

(CoC), too, is in place. 

The case before the HC was, in fact, against the IRP and 

CoC, saying that they were not bearing the cost of managing 

the ships, its crew’s salaries and supplies to them. Darya 

Shipping Pvt Ltd, represented by Advocate Abhishek Khare 

before the HC, was appointed by the IRP — as the head of 

the CoC — to manage the ships after the NCLT appointed the 

IRP last year. 

Khare submitted before the court that all the ships were 

LPG carriers and, therefore, time bombs, and that any deficiency 

in safety procedures or requirements could result in 

an explosion, putting the property and life of crew members 

as well as the marine life at risk. There are 98 crew members 

on-board these six ships. 

Khare added that Darya had already spent around Rs 23 

crore on the six ships, while it hadn’t been paid a single 

penny by the CoC. “Due to non-availability of even basic 

necessities like fresh water on all the vessels, some of the 

crew members have been afflicted with communicable skin 

diseases such as scabies and chicken pox, and no medical 

treatment had been made available,” Khare told the court. 

He also presented a communication from Deputy Conservator 

of Kandla Port, which asked them to take urgent steps 

to prevent any untoward incident, as “the vessels were not 

displaying lights and shapes in accordance with regulations 

of SOLAS Convention. They were a danger to navigation, 

unseaworthy and a threat to safety of life and environment.” 

SOLAS stands for International Convention for the Safety of 

Life at Sea, 1974. 

Senior Advocate JP Sen, appearing for the consortium of 

the lender banks to whom Varun Resources owed around 

Rs 800 crore, deposited a demand draft of Rs 12 crore in the 

court. Of this, Darya has been allowed by HC to withdraw 

Rs 9 crore for various expenses incurred by it up to February. 

Sen, however, did not object to the sale of ships, saying 

that it would help restrict the problem as well as the cost of 

maintaining the six vessels and that the lender banks would 

probably be able to recover their money earlier. 

The entire sale process is to be completed by April 20. 



Nautical News 


ClassNK releases Guidelines for Use of 

Drones in Class Surveys 

Leading classification society ClassNK has released its 

Guidelines for Use of Drones in Class Surveys. These guidelines 

incorporate the applicable range and procedures for 

use of drones in class surveys, the technical considerations 

for safe operation and the requirements for drone service 

suppliers. 

Because drone-related technologies are improving at an extremely 

rapid pace, application in diverse fields is increasingly 

expected. In the maritime industry as well, efforts 

aimed at utilization in the field of inspections and surveys 

are being carried out. 

At the International Association of Classification Societies 

(IACS), discussions on the use of Remote Inspection Techniques 

(RIT) including drones in class surveys are already 

underway, and IACS Rec. 42 (Guidelines for Use of Remote 

Inspection Technics for Surveys) was revised in June of 

2016. A revision of the related IACS Unified Requirements 

has also been completed and will take effect in January 

2019. 

On the other hand, when flying a drone in places such as the 

cargo hold or ballast tank of a ship, it is important to take 

into consideration the possibility that the drone may not 

function properly due to being in a closed space surrounded 

by magnetic material which may interfere with some of the 

sensors of the drone (GPS and magnetic compass) which 

are closely related to flight stability. 

In regards to this situation, ClassNK established a R&D 

Roadmap in September 2017, which described efforts related 

to drones in the item “Survey Technology Innovation,” 

one of its Four Focus Areas of R&D. In January 2017, the Society 

began a full-scale study of the use of drones in class 

surveys, and has conducted various types of verifications 

by carrying out basic performance experiments and experiments 

to test flight inside ship tanks and cargo holds. 

Combining the technological knowledge in connection with 

drones accumulated by these efforts and the know-how 

in class surveys amassed by ClassNK over its long history 

to date, the applicable range and procedures for applying 

drones to class surveys along with the technical considerations 

for safe operation and the requirements for drone 

service suppliers were arranged in these Guidelines. 


Register and submit your resume to 

double your chances 

of getting the right job. 

To get started visit: 


(free registration) 

A division of Acrux Shipping Pvt. Ltd. 

• DNS / BSC-NS Deck Cadet 

• BE Marine Engineering 

• GP Rating (Deck / Engine) 

• Maritime Catering 

• GME • ETO 

Career in Merchant Navy 

www.marineinstitutes.com 

organises counselling and career guidance 

to all candidates. 

All India Counselling Marine Institutes 

Center for D.G Shipping 

approved by Govt. of India. 

Contact for counselling 

by Master Mariners: 

(022) 6725 9913 / 6127 5296 / 6127 5297 

email: info@marineinstitutes.com 





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 


A Russian While Visiting India Went 

For An Eye Check Up. The Dr. Shows 

The Letters On The Board “CZWXN- 

QSTAZKY” & Asked. 

Doctor: “Can You Read This?” 

Russian: “Read? I Even Know This 

Guy. He’s My Cousin.” 

A Guy Sits In A Taxi And Sees His Wife Entering A Hotel With 

Another Man 

He Ask The Driver: “Do You Want To Earn Rs 1000 Right 

Away?.” 

The Driver Excitedly Says: “What Do I Have To Do?” 

Man: “Bring My Wife By The Hair Out Of That Hotel, Here’s A 

Picture Of Her.” 

After A While The Driver Is Seen Dragging A Woman By The 

Hair, 

While Kicking And Beating Her And Puts Her In The Taxi. 

The Husband Surprised And Says Says: “This Is Not My 

Wife” 

The Driver Replied: “Nooooo, This Is Mine, Hold Her For Me. 

I’m Going For Yours“ 

A Guy Sits In A Taxi And Sees His Wife Entering A Hotel 

With Another Man 

He Ask The Driver: “Do You Want To Earn Rs 1000 Right 

Away?.” 

What did the sailor say to the other 

when they had a problem? 

-We are in the same boat. 

The Driver Excitedly Says: “What Do I Have To Do?” 

Man: “Bring My Wife By The Hair Out Of That Hotel, 

Here’s A Picture Of Her.” 

After A While The Driver Is Seen Dragging A Woman By 

The Hair, 

While Kicking And Beating Her And Puts Her In The 

Taxi. 

The Husband Surprised And Says Says: “This Is Not My 

Wife” 

The Driver Replied: “Nooooo, This Is Mine, Hold Her For 

Me. I’m Going For Yours“ 

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, Mamletdar Wadi Road, Adarsh Nagar, Malad (W), Mumbai - 400064 

RNI License No: MAHENG/2011/35501

Vol- 8 issue-08

Create successful ePaper yourself

Delete template?

Save as template?