Marine Lines, August, 2018

Let's turn the tides

Volume:I Issue:1

August, 2018

Price: 150

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Mt GENEssA BLAZE tHE uNtoLD StoRY MARINE LINES • 2018 AUGUSt

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From the Editor's Deck MARINELINES Editor-In-Chief Girish Joshi Managing Editor Jaimini Prabhune Associate Editor Naishidhi Anjariya National News Cordinator Abhijit Mukhopadhyay Design & Layout Varsha Pilvaiwala Head Office Marine Lines 3. 2nd Floor, Plot No. 283 Madhuban Tower, 12/B Gandhidham, Kutch, 370201, Gujarat, India email: marinelines2018@gmail.com Mumbai Office 14, Ground Floor, Himalaya House, 79 Palton Road Fort, Mumbai 400001 Contact : 098200 03562

Published by Girish Joshi and printed by Print Vision Pvt. Ltd. on behalf of Girish Joshi. Printed at Print Vision House, Lane Opp to Ashwamegh Elegance 2, Ambawadi Market, Ahmedabad 380 006, Gujarat. Published from # 3. 2nd Floor, Plot No. 283 Madhuban Tower, 12/B Gandhidham, Kutch - 370201, Gujarat, India. Editor: Girish Joshi.

Dear Readers, hey are beautiful, some are buxom, some curvaceous; when bare they look attractive and when covered, their beauty enhances even more as they soak in the ocean. Wait!. Don’t start visualizing bikini-clad models posing on the beaches. We are talking about ships, that always referred to as “she” in maritime parlance. Oceans have always been fantasized with romance. Indeed, they are. What else explains ‘Saat Samundar Paar’, a phrase that cupids keep ranting.

But there is much more to the deep blue seas. For ages now, this cheapest mode of transport has been the pivot to running countries’ economies. Downturn in shipping is indicative of economic health and upturn signals hey days.

For layman, ports and ships have been merely something to behold but there’s a lot more to this complex world of shipping business.

At Marine Lines, we saw a sea of opportunities to bring oceans inside your house. We intend to provide less in-depth and more engrossing information about the maritime sector; the human face of sea trade and not just numbers or complex tables.

We will bring to you success stories of people who have helped sea trade flourish in India’s largest maritime state, the happenings at the plethora of ports, stories of unsung heroes who are silently contributing to growth and much more.

What’s more, we are not only about sea, ports and maritime infrastructure. Readers can a take a break from this subject and flip to the pages that will give you tips to improve your health using Indian traditional wisdom! By the way, did you know simply chewing your food properly and slowly can reduce sugar levels? Such and many more tips, which we are confident would be readers’ delight, will be a part of this sectoral monthly magazine.

Engaging our readers will also be our top priority. We will invite experts associated with various aspects of maritime business to share their insights.

T

Girish Joshi Editor-In-Chief

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Inside 06 cover Story: How Kandla & Gandhidham were saved from a massive catastrophe...

16 Expert speak: Merchanting transactions out of GSt preview

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Jobs for grabs: Railway’s largest recruitment drive kicks off

18 past is perfect: Keeping Mandvi’s rich history floating

20 27 Food for thought: Gujarati thaalis are eternally satiating

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ppp model: A success or failure?

28 Health: All you want to know about seasickness

LINES MARINE LINES SubScRIptIoN FoRM Yes! I would like to subscribe to Marine Lines, India’s own national magazine on sea and sea transport Please choose a subscription plan

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Cover Story

Raging Inferno Reined In With Brute Bravery

BY GIRISH JOSHI

K

utch is no stranger to disasters.

In 1998, the killer Kandla cyclone that killed thousands and left a massive trail of destruction. Barely the twin port towns Gandhidham and Kandla recovered from this unspeakable tragedy, another natural catastrophe befell Kutch in the form of deadly earthquake. Once again, there were mounds of dead bodies and lakhs homeless; a tragedy that caught international attention.

On January 17, 2018, Gandhidham and Kutch would once again have been into news of unimaginable gory tragedy, this time not an Act of God but a man-made one.

Fire on oil tanker Genessa could have 6

snowballed into a massive inferno with 100% chances of reducing Kandla and Gandhidham to ashes.Thankfully, it did not happen due to the immediate rescue and salvage operation undertaken by the Deendayal Port Trust (DPT) and other agencies.

On the face of it, the fire in Genessa at the Outer Tuna Buoy (OTB), 28 km from the port, was a big one but like any other blaze that happen on vessels mid-sea.

Only those who took charge of fighting the flames can imagine the scale of destruction that could have caused.

The reason is not difficult to fathom: Genessa contained 30,166.177 metric tonnes of high-speed diesel, the cargo which was commissioned by Bharat Petroleum Corporation Ltd (BPCL).

Even imagining the spill of this highly

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inflammable liquid still sends shiver down the spines of all those who continuously stayed put and ensured that it was doused in time.

You may ask “Why are we even thinking of something that has not happened at all?” After all, life was as usual in Gandhidham and Kandla. Foodies relished their Dal Pakwan and dabelis, women were shopping for daily groceries and traffic was normal on the roads.

Marine Lines team spoke to a number of DPT officials, including then chairman Ravi Parmar, who narrated in detail the unimaginable destruction that this fire could have caused.

“Entire Gandhidham and Kandla would have been engulfed in flames. You can’t imagine what a tragedy it would have been,” said Apurva Jadeja, signal superin-

192 brave men honoured n February 3, the courage of 192 marine and fire staff was duly recognized at a special function and they were awarded certificates of appreciation.Indian Port Association (IPA), the apex body of the 12 major ports, feels that this group deserves national recognition too so that they remain motivated and serve as an example to other ports.

O

tendent at Kandla port.

For more than 48 hours, the marine department, deputy conservator, flotilla and fire brigade teams embarked on a constant coordinated effort to douse the fire. Jadeja said the risk involved was huge. “n the metal surface of the tanker where heat was so extreme that even the soles of their shoes could melt. There was constant supply feed of chemical foam for fire fighting to be supplied to the tugs.”

The fire, if not controlled, would not only have wiped off Gandhidham and Kandla but even caused a catastrophic economic loss to the nation. Imagine if this

ABout Mt GENEssA F Crude Oil Tanker F IMO: 9183647 F MMSI: 419001260 F Call Sign: AWuM F Flag: India (IN) F AIS Vessel Type: tanker F Gross Tonnage: 27645 F Deadweight: 46168 t F Length Overall * Breadth Extreme: 183 * 32.2m F Year Built: 2000 Status: Under Repair

tanker had sunk or this massive quantity of diesel spilt into the sea! Gulf of Kutch is the gateway to northern hinterland but imagine the entire channel getting closed due to the diesel spillage. Hundreds of ships would have either been stranded at high seas or diverted to other ports with millions and millions tonnes of essential cargo.

The biggest casualty would have been the salt industry – Kutch makes 70% of India’s edible salt. This entire industry would have been destroyed and the cascading effect on the salt prices across India would

have been worst. Thousands of crores worth new projects in the pipeline would have taken decades to take off.

Moreover, the entire southern coast of Gulf of Kutch is extremely sensitive as far as environment is concerned. India’s one and only land- based marine national park would have ceased to exist with the diesel spillage. Ravi Parmar, who oversaw the operation, said, “Marine and fire staff showed a very high level or commitment. Their action has given a lot of confidence to our foreign players who appreciated the efforts and the quick response.”

CRITICS SILENCED arine department has been the favourite whipping boy within DPT over several issues. Some finance department stalwarts had openly blamed the department for overshooting overhead expenditures. But, by successfully averting a tragedy, the department has given a befitting reply to the critics by showing its expertise with limited resources.

“Imagine loading foam drums in the dead of night on trucks and then offloading them in the tugs to be dispatched at the fire site. Such small and immediate actions were required with limited manpower,” said a senior DPT official.

M

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FoUr DAyS oF Horror

Her Journey to Graveyard DAY oNE, JANuARY 16 23:12 hours MT Genessa drawing 10 m draft arrived to discharge 30,091.8 MT highspeed diesel from Mumbai and anchored within Deendayal Port Limits DAY tWo, JANuARY 17 18:05 hours DPT signal station received message from MV Cape Ventura at Outer Tuna Buoy that a near-by tanker is on fire.

Through AIS position on PMS monitor, it was identified as Genessa. Within 10 minutes, Genessa crew requested help to fight the fire 18:16 hours MV Cape Venture informed Kandla tower that Genessa are disembarking 18:38 hours Master of Genessa informed that the master and 26 crew with two seriously injured have abandoned the vessel in a lifeboat 19:00 hours All were sent with FIR report and district magistrate, coast guard etc were alerted about the fire Tug Rishi 23 which was near Genessa 8

was directed by the signal station to disembark all the officers and crew from the tanker’s life boat and clear the vessel as quickly as possible. They were brought ashore at AKBTL jetty and given medical treatment Tug Daisy Start reported the magnitude of fire and it was decided to rush more tugs Request for sent to Adani Ports Mundra, VOTL (Essar at VAdinar), IOCL, Reliance Terminal Sikka, Bharat Oman Refinery Ltd SBM terminal to dispatch their vehicles with fire fighting and oil pollution response capabilities 20:30 hours Tug Water Lily reported a blast on port quarter of the tanker 20:31 hours All vessels in the vicinity were asked to clear away from MT Genessas and proceed to open sea 21:05 hours Coast guard aircraft advised all tugs to clear from the vessel at least 2.5 miles as fire was increasing 21:50 hours When it was confirmed that fire was

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not rapidly spreading as reported by coast guard, an attempt was made to go near and contain the blaze from spreading to cargo compartments besides carrying out boundary cooling 23:25 hours Tug Jyestha reported only smoke and no fire was seen DAY tHREE, JANuARY 18 00:15 hours Fire was sighted again and all tugs resumed fire fighting. Tugs from neighbouring ports also started arriving. Captain SansarChoube, marine incharge of Mundra port’s Tug Dolphin coordinated with DPT harbour master Capt Mathews and chalked out a strategy to fire the fire onboard This worked wonders as boundary cooling kept hull temperature low and chemical was targeted at the seat of fire.

This was very effective and Capt Mathews reached the site in the afternoon 20:15 hours Deputy conservator of DPT Srinivas along with the fire brigade team boarded Genessa to assess the situation and the fire was fought onboard the tanker DAY 4, JANuARY 19 22:00 hours All fire sots within the accommodation compartments were smothered and fire was completely extinguished Midnight: It was reported that the fire was under control

FIrSt PerSoN ACCoUNt

Massive Loss to Economy Averted Ravi Parmar, IAS Former DPT chairman, who oversaw the fire fighting operation

I

haven’t seen a worst fire accident in my life. The biggest learning from handling this fire was that we badly need to invest in modern technology and equipment to fight such disasters considering that the volumes of chemicals and liquids is increasing. Major ports are struggling with shortage of qualified fire fighting staff. Just once such incident can ruin the entire wealth created and we cannot allow this to happen

I

was attending a meeting on land issues at the Mumbai port on January 17. At around 6.30pm when I came out of the meeting, I got a call from Kandla harbour master Mathews saying “Sir we have got a message at the control station that there was blast in a vessel named MT Genessa carrying 30,000 tonnes of high-speed diesel and the front portion had caught fire.”

For a moment, I went blank looking at the massive quantity of diesel in the vessel. But I asked them to immediately rush the nearest tugs for rescue. Thirty thousand tonnes is a mind blowing quantity and perfect receipe for a major major disaster. We had no photo ..nothing of the vessel that was anchored at the outer Tuna buoy.

I told the harbour master to inform DG Shipping and get in touch with Navy, Coast Guard as wells Mundra and Reliance ports. He also told me that one tug is on way and is in touch with them through wireless.

After 30 minutes, I again called him up and he said the tug has reached. But the crew have abandoned the ship. Tug rescued 22 but one died on the spot. The vessel’s front compartment was on fire and the rescue team was unable to see the quantum of damage. I immediately called up IG Coast Guard in Gandhinagar who told me that their nearest rescue vessel was in Jakhau but it was unlikely to reach before six hours. They had no other pollution control vessel. It was then that it was confirmed that we have to fight this on our own.

I asked the harbour master to request tugs from Mundra and Reliance ports as their facilities would be most affected. Within an hour, seven tugs started fighting the fire with water and foam but it was dangerous to go near it. ... By midnight, the fire was under control but chances that it would auto ignite

if the temperature rises above 210°C and spread to other compartments due to leakage of inert gases were very high.

I asked the harbour master to get a thermal gun to monitor the temperature. After constant monitoring, I was extremely relieved knowing that temperature was under control and there was no chance of auto ignition. But such reliefs are momentary in these situations.

I started contacting the experts and my blood pressure shot up again when they said that it’s a disaster of an unprecedent scale. “You must take immediate action,” they told me. Barely had I heaved a sigh of relief that the fire was doused by midnight, another bad news came in. The ship had started tilting, which was even more dangerous.

I began imaging the worst. Had it sunk, the entire Gulf of Kuch would have been closed besides destroying the marine life and the port. Other ports cannot take cargo load of Kandla and Mundra. The last flight to Kandla on January 18 had left and I had no option other than the 6:20am flight after an obviously sleepless night.

Immediately on landing, I rushed to the control room and took charge of the operation at around 12 noon.

With fire in control, our next priority was salvaging Genessa. Finally, there was some music to my ears when experts of DG Shipping said there is no danger even if she tilts.

We then took a bold decision to board the ship for inspection. No one had seen her.

When we boarded at 10pm on January 19, there was lot of smoke, one portion and completely broken and bunker fuel was burning.

It was full of foam and water. The man who died was flung in the air. Full credit to the marine staff who took this risky decision by going beyond their call of duty and averting a disaster of unthinkable proportions,

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FIrSt PerSoN ACCoUNt

We Fought Death From Close Quarters T Srinivas Deputy conservator of Deendayal Port Trust

ighting against all odd, out team of 10 brave men, overcame the blaze on MV Genessa. If there would have been an explosion, 30,000 metric tonne of highspeed diesel would have got spilt into the sea. The flames would have engulfed everything on the shore – salt-pans, oil storage tanks, jetties. Can’t even imagine the scale of destruction

F

10

W

hen I got the news about the fire on MV Genessa, anchored near Tuna with 30,000 tonne of high-speed diesel, I was out of station. As soon as I got the news, I left for Kandla.

I immediately knew the seriousness of the fire. Tug boats from all directions were pouring water on the vessel, but the fire was far from being contained. If there would have been an explosion and the high-speed diesel got spilt in the sea, it would have spelt disaster for entire Kandla.

We too were getting instructions to stay away from the oil tanker, which had transformed into an inferno by now. If we went near, it would be walking into the hands of death.

But still we decided to go on board the Genessa.

With constant shooting from water cannons from tug boats from all sides had increased the possibility that the vessel might split from the middle. In this emergency situation too we did not get help from the US-based Emergency Information Centre.

For the insurance firms $20billion was at stake, but for our team the sole objective was to save the port from irreparable damage.

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Amidst the commotion, somebody suggested that we pull out MV Genessa’s anchor and bring it near the shore so that water can be sprayed from land as well. In theory, the plan seemed good, but practically it was very difficult to execute.

Fighting against all odd, out team of 10 brave men, overcame the blaze on MV Genessa. If there would have been an explosion, 30,000 metric tonne of highspeed diesel would have got spilt into the sea. The flames would have engulfed everything on the shore – salt-pans, oil storage tanks, jetties. Can’t even imagine the scale of destruction.

Our ten men risked their lives and saved not only the marine life but also several human lives. I am proud of it.

Captain T Srinivas, deputy conservator of Deendayal Port Trust, Kandla earned special honours when he was felicitated by Indian Coast Guard this month at Gandhinagar.

Srinivas was lauded for his unflinching contribution in controlling the devastating Genessa fire. Capt. Srinivas received this honour in the presence of 86 representatives of various agencies that participated in the 23rd meeting on National Oil Spill Disaster Contingency plan and Preparedness on August 2.

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Q&A

‘India on voyage to become global cruise destination’

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s chairman of Indian Ports Association (IPA), the apex body of 12 major ports of India, Sanjay Bhatia, 1985 batch officer of Maharashtra cadre officer, has chalked out plans to improve the efficiency of the ports along with a major emphasis on modernization using information technology. The most important focus of IPA is promoting India as a cruise destination and transhipment hub that can significantly up the country’s foreign exchange earnings.

In an exclusive interview with the Marine Lines, Mr Bhatia spoke at length about his vision for the port sector using his vast experience of handling various government departments.

What are the key focus areas of IpA? The major emphasis now is on improving the efficiency of all the12 government-run ports. We had appointed BCG as the consultant for this and have started implementing their recommendations. Mckenzie, which was also appointed, have given reports on the total holistic view as to what we need to do for improving connectivity, improving profitability, the best practices of Antwerp and other ports and how we can emulate those in our ports. So there is a checklist that is being prepared and a detailed action plan is under preparation.

You have also emphasized on modernising the ports using It. tell us more about that.

We already have a port community system but it’s slightly old now. Very recently, through IPA, we have have already issued a tender for PCS plus. So in the next four to five months, you should see a lot of improvement in information 14

technology at the ports. There are a host of new facilities that TCS plus offers and we are going to be on the cloud. This is going to facilitate lot of stakeholders at the major ports.

Another important initiative is that we are also going in for Enterprise Resource Planning (ERP) solutions for the ports. Now, there will be no need for an individual port to get their own ERP. Six ports have joined hands and invited tenders for ERP and this is on the verge

About IPA chairman, Sanjay Bhatia i1985 batch IAS officer of Maharashtra cadre iA mechanical engineer with MBA in business administration & PG in financial management iHe has held key posts in important ministries including heavy industries, public enterprises, environment and forest, power, shipping and finance of finalizaiton. Once this happens, all the cross systems of the ports such as terminal operating system, connectivity with PCS and others will be the most modern.

This should happen in the next one-anda-half-year.

Despite such a vast coastline, India has no transhipment hub? What are your efforts in this direction?

This is a very important focus area. At

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Sanjay Bhatia,Chairman, IPA present, big ships go to Dubai, Colombo or Singapore. These are the established transhipment hubs which are making huge money. There is an immense potential here too which is why we are development Tuticorin to compete with Colombo. For this, we required cabotage relaxations which has already been done and creating special infrastructure. In a year or so, Tuticorin will emerge as an alternative to Colombo as an integrated transhipment hub. Similarly, we are planning to develop Vizag on the east coast as well as JNPT as partial transhipment hubs. Big ships are already calling at JNPT cargo and container trucks are adding to Mumbai’s road congestion. As chairman of Mumbai port trust, how do you plan to ease this?

For the first time, we are joining two ports which will collaborate in such a way that Mumbai’s congestion will reduce. Today what is happening is that all the cargo required in the island city of Mumbai comes in containers to JNPT and travels through Navi Mumbai, Thane and then to Bhiwandi where most of the godowns are located. Daily there are over 1,000 truck trailersthat carry these containers. From Bhiwandi, there are nearly 1,600 trucks are coming into the city to meet the supplies of Mumbai and going back.

Now these containers will come through coastal cargothrough Mumbai for which we will give them a green channelin the port to avoid customs issues. We are giving them warehouse space in Mumbai so that the distribution

takes place there itself. At least one third trucks will disappear. We are planning the godown space in Sewree side. This is going to be a major change for Mumbai. cruise shipping can help boost tourism a huge way and help India earn forex. What are the development plans in this regard?

This is a very important area for the shipping ministry and IPA. Five ports namely Mumbai, Goa, Cochin, New Mangalore and Chennai, have joined together and prepared some international cruise circuits. Mumbai is at the forefront of this and shifting towards cruising along with cargo. All the cruises at present are going from Singapore or Alaska and other places. After beginning last year, we have had 50 cruises in Mumbai.

Though IPA, we appointed Bermelloajamil& Partners, who are world’s best consultants on international cruise to prepare a road map for development of cruise. It’s an amazing roadmap which shows the potential of Mumbai. With

lot of difficulty we got 50 with around 56,000 passengers. The consultant told us that Mumbai’s potential is 700 cruise ships a year and around 30 lakh passengers. Now we have started planning Mumbai jetties on the lines of Miami.

Lot of action has been taken by shipping minister Nitin Gadkariji, secretary, shipping, secretary, tourism and minister for tourism Mr Alphons Joseph. We have formed a task force to implement the report of the consultant.

We are preparing a huge international cruise terminal just like an airport. We have already prepared a domestic cruise terminal and by October, Mumbai-Goa cruise ships will start operating. We already have a ship with us.

What about the cumbersome immigration issues?

Immigration is something that needs to be made very easy.Around 3,000 passengers get down at one go from the cruise ship. Cruise passengers are not

interested if the procedure takes a long time or if they have to sit for three hours, in which its time for them to leave the port. New standard operating procedure (SOP) has been prepared for immigration. Immigration has waived e-visa and biometric formalilties for three years for cruises. Customs and CISF issues were also taken care of in the SOP. port charges are also high compared to other international cruise hubs…

There was issue of port charges.

There are five big firms in the world that handle cruise business of which Carnival is the biggest with 45% global share. We had invited them to India for a meeting with Mr Gadkari and others. Carnival company head gave us a wishlist and said that the port charges were too high while Colombo and Singapore were cheaper.

The government immediately halved the charges at all these five selected ports.

We still have some taxation issues which the shipping ministry has taken up with the concerned ministries.

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exPert SPeAk

Monish Bhalla Author and GST expert

Merchanting transactions out of Gstpreview

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ST Council has recommended that no tax shall be payable on the following transactions, as they are Transactions which shall be treated neither as a supply of goods nor a supply of services. In its 28th Council meeting held on 21.07.2018 recommendations were made to amend the Schedule III to the CGST Act 2017 and to insert following entries. n Supply of goods from a place in the non-taxable territory to another place in the non-taxable territory without such goods entering into India; n Supply of warehoused goods to any person before clearance for home consumption; and n Supply of goods in case of high sea sales.

The transaction which involves shipment of goods from one foreign country to another foreign country involving an Indian Intermediary is known as Merchanting Transaction. It is also called as Intermediary Foreign Trade. In such cases the goods are shipped directly from the country of origin to the destination. The supplier based outside India bills to the person in India and in turn the same person raises invoice on the purchaser of goods also situated outside India.

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Under the GST law, if the supplier of goods is located in India and the place of supply is located outside, the transaction should qualify as an inter-state transaction. In this transaction, although the location of supplier (the intermediary) is in India the goods are neither received in India nor supplied from India. Also, as the movement of goods starts from one location outside India and terminates at another location also situated outside India, therefore, the place of supply of goods would be outside India.

There was cloud of doubt as to whether such transactions were taxable under GST or not. With this proposed amendment there is now an absolute clarity and it is a great news for the EXIM trade as No GST will applicable to such transactions.

There is one more boon for exporters of goods. Services by way of transportation of goods by vessel or by aircraft, from customs station of clearance in India to a place outside India are exempted. Thus, the cost of transportation of export goods would be reduced and exports will be facilitated.

Monish Bhalla Author and GST expert Views expressed are personal

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PASt IS PerFeCt

Replica of ship at Shivji Fufandi’s workshop in Mandvi

ship Museum Keeps Mandvi’s Rich Past Afloat

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asco da Gama, the Portuguese explorer and the first European to reach India in 1497-1499, discovered the ocean route to India by his ship ‘Sao Gabriel’. ‘Sao Rafael’ the sister ship of ‘Sao Gabriel’ built by the same builder at the same time for the same purpose with same size and dimensions and was captained by Paulo da Gama, brother of Vasco da Gama.

The great seaman and the artist Shivjibhai Fufandi who hails from Mandvi in Kutch district in Gujarat made a replica of the ship Sao Rafael. The nine feet big replica is now anchored at the Alila Diwa hotel in Goa. Shivjibhai made this replica within six months and he himself took the pain to transport the huge replica of the Sao Rafael to the Goa hotel.

Fufandi who is 82 now runs a workshop to design and develop replicas of ships. He has established and successfully running one of the best ship replica museums of the country at Mandvi to present the past glory of ships which once used to sail through the 18

rough weaves bravely to unfold pages of history for humankind.

According to Fufandi, it was around 438 years ago in 1580, that the king of Kutch, Maharao Khengarji-I, developed the shipping and ship building business at Mandvi in Kutch State. At that time, Mandvi was the gateway to west Asia and Africa and Kutch was a popular destination for ship building. Kutch was also well known for sea navigational skills of the local Kharva community who are known as the sea warriors even today.

Besides this Mandvi Port of Kutch was the biggest transit port, due to its strategic and ideal location. During initial periods of developing the Mandvi port, the channel was not so deep making the jetty area unapproachable. However, in absence of mechanical dredging during that time, the King came up with a unique solution for deepening the channel. He asked the residents near the shore to remove the sand from the river bed to deepen the channel so that ships are able to berth on the jetty and carry out the loading unloading of goods.

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This was MENREGA of that time through which jobs were created for localities. This scheme was undertaken at Mandvi 450 year ago.

The Maharao of Kutch encouraged many businessmen of Kutch to build boats not only to enhance the export import business but to earn foreign exchange and get Kutch an international recognition in the field of marine world.

Gradually this foresight and business acumen of the King of Kutch, till late had made the ship building business as one of the major economic backbone of Mandvi.

Initially the smaller boats were built with a capacity of 20 to 50 tons but today Mandvi builds upto 1500 to 2000 ton capacity dhows which ply between India, Africa, Gulf, Iran and other countries.

However, they have started fast losing their business to big boys in shipping industry and are now compelled to enter the dangerous seashores such as Somalia and Yemen.

The enterprising king of Kutch created a Customs department during that period to facilitate revenue from EXIM business.

The passengers were also carried for Rs.7/per person with free food, as it used to 7 to 13 days to make a one-way trip.

The invention of bigger and modern ships was detrimental to this ancient shipping business. Secondly the decision of de-reservation of few items like dry fruit/ dates etc. by the Director General of Foreign Trade (DGFT), turned out to be the death bell to this glorious, 430 years old traditional marine business. Prior to de-reservation of the dates, livestock and food grains cargo were only allowed to those dhows but since the DG Shipping restricted the dhows from travelling into South Oman water, major cargo movement had shifted to containerised ships.

Initially the dhows made were upto 40 ton capacity; today they are as big as to carry 2000 tons. Mandvi which had

Replica of the ship ‘Sao Rafael’ at Alila Diwa hotel in Goa around 140 dhows once, only 40 are operational now. Some of them lost due to lack of business and challenges faced from

bigger shipping companies. Others lost in accident or became victim due of deadly cyclones.

Apart from deaths of 110 dhows, Government’s stringent warnings not to travel to Oman seas are also digging graveyards for shipping industry of Mandvi. Many ship owners are now being deprived of insurance claims despite of the fact of paying hefty premiums while their ships are grounded due to natural calamity or attack from Somali pirates.

There are many untold stories associated with Mandvi’s marine world and the sea warriors who travelled to Gulf, Africa and beyond with their conventional sail dhows, chuckles Fufandi. The King of Kutch was also very diplomatic and used to maintain relationship with other government authorities.

When Allied Air Force bombarded Fufandi’s ship in World War II

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alking into nostalgiac lane, he narrated one incident which proved that the King used to maintain diplomatic yet friendly and bilateral relations with various government authorities. on his voyage to Africa accompanying his father. On their return in 1943 and just about 10 nautical miles off the Zanzibar coast, the Allied Air Force during the World War II started bombarding on Kutchi dhows under apprehension that they were carrying arms and ammunition against the British

Government.

Realising the gravity of danger, Fufandi’s father instructed his boys to hoist the flag of Kutch State. Noticing this, the Allied Air Force stopped bombarding leaving two ships in the convoy - Sugarpasa and Malti carrying goods along with 30 passengers- devastated and destroyed. wwShip Lilavati in which Shivji and his crew were travelling miraculously escaped the disastrous attack. But the incident continues to haunt Shivji even today as it seems he can still hear cries

and screaming of passengers before drowning. The domination at sea and friendly relation of the King of Kutch was the only reason behind the miraculous survival of Lilavati.

Apart from creating a fascinating museum at Mandvi, Fufandi has also developed a ship simulator in his office to train the students willing to take up voyage as profession. His work defies his age as despite being an 82 years, he still creates replicas of ships to be built at Mandvi to keep the rich history of Mandvi floating.

the traditional seafarer’s shipping chart preserved by Shivji Fufandi (R) at his Mandvi workshop

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PPP MoDeL For PortS

sAILING to suCCEss IN CHoPPY sEAs

Photo courtesy Adani port website

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n October 1996, the government published the port privatization policy titled ‘Guidelines to be followed by the Major Port Trusts for Private Sector Participation in the Major Ports’, under Section 42 of the Major Port Trusts Act 1963.

The policy guidelines required that private participation should be by tender on a build, operate and transfer (BOT) basis. The successful bidder would be decided on the basis of the maximum royalty/revenue share offered on the minimum guaranteed cargo handling/turnover.

Subsequently, a Bill was introduced in the Parliament to replace the Port Laws Amendments Ordinance 1997 promulgated by the President of India and the Major Port Trust Act 1963 was amended in April 1996 to enable the Central Government to set up the Tariff Authority for Major Ports (TAMP). PPP Model was devised by central & various state governments to attract investments in Infrastructure based sector ADvANtAGES oF ppp MoDEL ENvISAGED u Quick mobilization of private capital u Competitive project cost u Quick execution u Achieving operational efficiency by expertise of private companies u Saving government funds for social cause

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u Acts as a roadblock towards advancement & enhancement of the project u With the result, concessionaire as well as concessioning authority, both feel helpless. there of

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n line with port Policy 1995 and the BOOT guidelines 1997 of Government of Gujarat (GOG), Adani Ports & Special Economic Zone Ltd. (APSEZ) has been granted the “Concession Rights” for the Mundra Port development for a period of 30 years through a concession agreement (CA) executed between APSEZ, GoG and Gujarat Maritime Board (GMB) on February 17, 2001. It has been 17 years & today Adani Group operated Mundra Port is India’s highest cargo handling commercial port, handling more than 100 MMTPA cargo.

KEY DRIvERS FoR SuccESS oF A ppp pRoJEct u Assisting concessionaire during con-

struction as well as operation phase u Treating concessionaire as a Partner generating profits for both u Quick resolution to the commercial issues as delay may result into revenue loss. u Relentless support of the concessioning authority through the period of the concession.

DELAY IN Govt. cLEARANcE & FuLFILMENt oF obLIGAtIoNS bY coNcESSIoNING AutHoRItY Delay in procuring statutory clearances u Like environment clearance, CRZ etc u Delay in fulfilling obligation of port allied services like railway/road connectivity, channel draught as per CA, power & water supply arrangements etc. u Lack of Major Ports initiative for timely coordination & involve other project-related govt bodies like Railways, customs, power & transmission authorities, national highways etc.

WHERE ARE WE GEttING StucK? DEVELOPER’S PERSPECTIVE u Water tight CA with limited Scope for amendments u Lack of flexibility considering a long tenure of 30 years

DENIAL oF LEvEL pLAYING FIELD u Different structure, policy & regulation on PPP model of state government compared to central Government u Anomalies in tariff fixation system by TAMP u Different tariff guidelines for different projects u No scope for rectifying the tariff anomalies in post bid scenario

FAILuRE IN ASSESSMENt oF tHE pRoJEct u Quality of project feasibility study compromised in hurry to meet the deadlines of floating tenders of project u Sharing limited information with the prospective bidder at the bidding stage u Limited homework on the commercial viability of the project & market trends

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rAILwAy reCrUItMeNt

1.2 lakh railway jobs up for grabs he Ministry of Railways is undertaking what could be called as world’s largest recruitment exercise, for filling up critical safety and operational posts.

Presently two recruitment notificationsone for assistant loco pilots (ALPs) and the other for Level-I (erstwhile group D) posts, for filling up about 1.2 lakh vacancies are under process.

Total posts of assistant loco pilots (ALPs) and technicians are around 60,000 for which about 47.55 lakh candidates have applied. Vacancies for Level-I posts (erstwhile group D) are 63,000 and around 1.9 crore candidates have applied for it. Total of 2.4 crore applicants have applied, making it the largest recruitment exercise by the railways ever.

Computer Based Test (CBT) for the posts of ALP & technician recruitment

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has begun successfully on August 9. This examination is being conducted in 166 cities at 439 exam centers across India from Srinagar in J&K to all North Eastern States and many other towns in the country including Port Blair.

The examinations will be conducted in three shifts per day for 10 days, spread up to August 31. Question papers are being provided to the candidates in 15 languages.

This is a big step in the interest of candidates belonging to different vernacular backgrounds.

On the first day, that is, August 9, a total of 4.83 lakh candidates i.e. approx. 1.60 lakh per shift were scheduled. There was a tremendous response and an unprecedented number of more than 74% candidates attended the examination. T his attendance is a record for all RRB-

examinations conducted so far.

During the recruitment process every effort has been made to provide nearby centres to the candidates, while keeping in view the constraint of availability of suitable centres, equipped with necessary infrastructure and security provisions.

Around 83% candidates have been provided centres within 500 km. Special care has been taken to ensure that almost all women candidates and Persons with Disability are provided centres within 200 km.

Even for those candidates who could not be accommodated within 500 km, Indian Railways has taken extra efforts and arranged exam special trains from places like Deoria, Chhapra, Patna, Darbhanga, Muzaffurpur, Ara to destinations such as Secunderabad, Bhopal, Indore, NCR etc.

(Source: PIB)

NewS IN BrIeF Portal to connect cargo and ship owners with real-time data

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he Inland Waterways Authority of India (IWAI) has launched a dedicated portal to connect cargo owners and shippers with real-time data on availability of vessels. The landmark e-connect measure will enable direct interaction among the vessel operators, shippers and cargo owners.

Currently, there is no platform to know the availability of vessels in the market. The portal has been designed and developed by the in-house IT Department and the traffic wing of IWAI as part of its preparedness for optimal use of its ongoing capacity development on various national waterways.

It has been named as the Forum of Cargo-Owners and Logistics-Operators or FOCAL. The link of the portal is available on the homepage of IWAI website www.iwai.nic.in.

IWAI chairperson Nutan Guha Biswas said that the step is in line with IWAI’s commitment to promote Inland Water Transport (IWT) in India by way of critical interventions, both physical and in the form of creating intellectual property.

FOCAL will provide real-time responses from the logistic operators against the requirements raised by cargo owners and vice-versa. The users can register on the portal to key in the availability and details of vessels or the available cargo, as the case may be. Cargo owners will be able to put details like the origin, destination, type of cargo etc.

IWAI, which owns a limited number of vessels itself, has been doing pilot movements to establish technical and commercial viability of IWT. The government is developing national waterways as a key transport intervention and integrated transport network strategy, which will help correct the transport modal mix that imposes huge logistics costs on the economy. At present, the cost of logistics in India at 15% of GDP is about twice that in the US. 24

The DG Shipping has been digitally analyzing and retrieving positions of all the merchant ships that have transited around the reported location of the incident .

DG shipping begins probe into mid-sea collision of Kerala coast

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he Director General (DG) of Shipping, under the Ministry of Shipping has begun probe into the August 7 midsea collision involving a fishing boat ‘Oceanic’ registered in Kerala and an unkown merchant vessel, in which three fishermen were killed and two injured and required hospitalisation. At least nine other fishermen onboard the ‘Oceanic’ are reportedly still missing.

This incident had occured off Chettuva, Ernakulam, Kerala in the West Coast of India. The Directorate has been digitally analyzing and retrieving positions of all the merchant ships that have transited around the reported location about the time of this incident with the help of our internal mechanisms and resources. Indian Coast Guard (ICG) has also examined vessel traffic of the reported incident and time. Accordingly, two vessels were found to be in the closest proximity of the reported casualty and have been advised not leave Indian waters till further orders. Further, possibility of involvement of two more merchant vessels has not been ruled out at this stage, since position and time of the incident needs to be confirmed.

The investigation team from DG Shipping, has started probe and is constantly coordinating with other

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agencies, including the Indian Navy, the Indian Coast Guard, Coastal Police and the Kerala state government. Two teams of professional investigators from Kochi and Mumbai/ DG Shipping have been engaged in physical inspection of the suspected vessels for collecting other corroborating evidence.

Massive search and rescue mission is under progress with the deployment of three Air Crafts and three ships by the Indian Navy and Indian Coast Guard.

Norms relaxed for transport of fertilizers by foreign vessels

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he Ministry of Shipping has given relaxation to foreign vessels for carriage of fertilizer from one port to another port within the country under section 407 of the Merchant Shipping Act, 1958.

With this, the foreign flag ships will now not be required to obtain a license from the Director General of Shipping for engaging in coastal trade for carriage of fertilizer by sea.

The minister further said that the relaxation was subject to the condition that the information as per the format prescribed in the relaxation order is submitted to the Director General of Shipping by email at least 24 hours prior to sail of ship from a port in India.

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Dilip Thakkar

ood is one of the bare necessities of life. But do we eat only basic food. Not at all, food has now evolved to a whole industry so much so that it thrives on uniqueness, presentation and of course nutritive value. Here, we have one of Ahmedabad’s beloved food connoisseur, restauteur Dilip Thakkar of Gopi Dining Hall who shares some gyan on foods we all love

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Gujarati thaalis are eternally satiating

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n almost all Indian regions, food varies as per taste as we Indians believe that variety is the spice of life. Every region has its own cuisine.

You think of Punjabi food and the first dishes that come to your mind will be paneer, chhole , paratha , rajmaa chaval while Rajasthani cuisine means dal-bati, churma, gatte ki sabji, ker sangari. If Bengal is famous for its fish curry, begun bhaja and rosogollas, South Indian cuisine is simply Dosa Idli Upma and Pongal For Gujaratis, their Gujarati thali, a complete vegetarian meal is their pride.

The quintessential thali is a balanced meal which takes into consideration all components of the nutrition required for a healthy life. If the spicy sweet Gujarati Dal and kathol make up for your protein intake, rice gives you carbohydrates, curd or butter milk or kadhi prepared from buttermilk has ample calcium. Apart from this commonly all Gujarati thalis have at least three kinds of curries consisting of green vegetables apart from green salad that provide you fibres as well as the vitamins needed. All in all if you look at a Gujarati thali from health point of view, I would say it is the best and healthy cuisine with no side effects. Moreover, its easy to digest as it does not contain any maida, paneer, cream, cheese, butter or even any preservatives .

In the World Heritage City, Ahmedabad’s history, some popular Dining Hallsthat served the Gujarati Thali and came up in the city almost 4 decades ago are Purohit, Sabar and Chetna Dining Halls. However, over a period of time all of them have lost on popularity either due to family feuds among owners or parking problems. Gopi Dining Hall has however remained consistently popular since almost 40 years now. The Gopi Dining Hall was established on 14/ 02/1979 ie.

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Valentine’s Day when the thali cost just Rs. 1.50.

Today, ambience and other folk artistes have elevated the Thali experience with popular Thali restaurants like Vishala, Rajwadu and Agashiye which come in the higher priced bracket. It will be surprising to know that Gujarati thali tastes best when a Rajasthani cook is preparing it!

Today in Ahmedabad there is great invasion of Global cuisines such as Italian, Mexican and Thai. However, the traditional flavour of Gujarati cuisine still retained its charm among the people.

Whether it’s a marriage, a naming ceremony or any such occasion, Gujarati cuisine is a favourite among all age groups including children and senior citizens. For any tourist be it Indian or foreigner vising Gujarat, a tour to the state is incomplete without tasting the Gujarati Thali.

So much so that in foreign countries too some airlines offer Gujarati foods such as Patra and Mango Ras to cater to the globe-trotting Gujarati palate.

I will sign off by saying, ‘Aapnu Ahmedabad, Jai JaiGarvi Gujarat’ Dilip Thakkar is a hospitality professional and can be reached at dilipthakkar16@gmail.com, 9879536877 Views expressed are personal

HeALtH

All you want to know about sEAsICKNEss There are a lot of myths as well as truths regarding seasickness. Dr S. Senthilnathan, Port Health Officer, Chennai and Dr Anurag Gumashta, Medical Officer on passenger Ships or Ocean Research Vessels of SCI have solved some of the queries in this regard.

Q. What is seasickness?

A. It’s an Illness caused by motion during travel especially at sea due to rolling and pitching of the ship as well as on winding roads in cars and buses while traveling to mountains.

Q What causes seasickness?

A. Seasickness occurs due to the 28

imbalance of the sensory parts of human body. Broadly speaking this sickness is of three kinds – a motion is felt but not seen, a motion is visible but not felt at the time, and finally, the third kind where both the problems occur simultaneously. When you travel on board the ship, the motion distracts the messages from your eyes, inner ear and muscles to your brain that allows your body to know how it is moving. The moving ship competes against the human body’s natural proclivity for balance, resulting in dizziness, nausea, vomiting and headache etc. And, unlike other medical conditions, in sea sickness, the resulting vomiting does not relieve the nausea feeling.

Other than this, seasickness can also be caused by strong smells, doesn’t matter if its foul or pleasant. It can also be caused by watching other people getting sick, according to most seafarers. Moreover, the consumption of alcohol and a

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heavy meal during the voyage also often cause the illness. And, surprisingly, many claim that in 99% of cases, seasickness is more to do with mental condition and it has a psychological aspect.

Many suggest that most of the passengers, especially the first-timers, usually experience discomfort within the first 48 hours at sea, i.e. during the time in which they acquire the ability to walk steadily on the deck of a ship, which is also known as the sea legs. And, there are no proper explanations as to its duration.

If one experiences seasickness no one knows how long it will last or if they will have the same illness on their second voyage too. In short there is no definite prediction of the possibility of seasickness in a particular journey.

Q. Is seasickness common among travellers?

A. Yes, there are more than 1 million cases per year in India. It’s usually self-treatable and self-diagnosable. Lab tests or imaging are not required. It is for short-term and resolves within days to weeks. Travel by car, air or boat can all cause motion sickness. Motion sickness usually goes away when the motion stops.

Q. What are its symptoms?

A. Symptoms include fatigue, uneasiness, dizziness, vomiting and loss of

appetite.

Q. What age groups are affected?

A. Seasickness rarely affects infants between the age of 0 to 2 years. However its common in the age group of 3 years to 60 years. This sickness also rarely affects people above the age of 60 years, i.e senior citizens.

Q. What is the science behind it?

A. It’s a condition in which a disagreement exists between visually perceived movement and the vestibular system’s sense of movement, and caused by conflicting signals in the inner ear, eyes, and sensory receptors.

Q. What can be done for it?

A. In case of seasickness, prevention is better than cure fits the hilt. The best way to deal with the illness thus is by preventing it from affecting you in any manner. The prevention starts with the diet. One day prior to setting sail on board a ship, one must adhere to nonspicy food and completely avoid all kinds of fats and acidic foods like fast foods.

In addition to avoiding the big meals, the consumption of caffeine and alcohol also needs to be controlled.

Apart from this, ginger is a fantastic solution to this problem. One can drink ginger tea or chew on it or suck it. Carrot juice, apricot juice, citrus, mints and parsley are also said to have healing properties regarding these problems.

Listening to music, using a fan, relaxing by lying down and closing the eyes would help. And, looking out of the ship’s window or spending as much as possible time on the deck to witness the horizon also considered as activities to prevent the illness. The selection of cabin

is also important since the lower and more centrally located rooms experience less exposure to seasickness, while balcony stateroom is a better option always.

Ship crew getting break from long voyages is one other option and short port voyages type of ship duties is another option for crew with intractable Sea sicknesses. It’s important to know its more easily adjusted in seamen who start to ignore symptoms at the beginning and not anticipate the symptoms.

u Focusing the eyes on objects straight ahead may help. Avoid overeating, alcohol and smoking before travel. Be well rested before setting sail. u Get fresh air. u Request a cabin mid ship and near the water line. u Have a bite, chew lemon or ginger. u Wear an acupressure wristband. You may also place three of your fingers against your opposite wrist, and apply light pressure to the spot just below them on your forearm. Called the ‘Inner Gate’. This point works to soothe nausea and stomach sickness. u Avoid stimuli that can trigger nausea.

Q. What are the medications recommended?

A. Medicines cure within hours and the rest of journey is comfortable with prevention doses. There is more ‘hype’ associated with it, especially for first-time travellers. Seasoned staff take their own medicines before boarding the ship or bus. The medicines that are usually prescribed by doctors- including Promethazine, Bonine, Antivert, Dramamine- have proved effective for people as a preventive measure for short journeys, and also for mild cases of motion sickness. One of the most popular medications is the patch, which contains scopolamine that is used to place behind the ears before

u Choose your itinerary carefully. The more central you are in a ship, the less roll and sway you will feel. u Oral or patch medications as advised by medical personnel can prevent or treat symptoms. If required ORS or drips are given to maintain body-fluid balance. setting on the voyage. If a need arises it should be changed every 72 hours.

This method of dealing with seasickness is effective but leaves the person very thirsty. So choosing between thirst and sickness is a choice to be made in this case.

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