Alang - Ship Recycling Industries Association India

Transcription

Alang
A Green Re-Incarnation
Ship Recycling Industries
Association (India)
nd
206, Turning Point, 2 Floor,
Waghawadi Road, Bhavnagar, Gujarat-364001
Tel: (0278) 2428696, 2439334, 3001853
E-mail: [email protected], [email protected]
www.sriaindia.com
Volume 1
Issue No 2
June 2013
To Make
we may have to
BREAK
but in the END
we
CREATE
Editorial
Luminaries
of SRIA
Jivrajbhai Patel
President
Ramesh Mendpara
Vice President
V. B. Tayal
Vice President
Kapur Bansal
Hon. Treasurer
Nitin Kanakiya
Secretary
Ramesh Aggarwal
Hon. Jt. Secretary
Haresh Parmar
Hon. Jt. Secretary
Sukesh Aggarwal
Hon. Jt. Secretary
EDITORIAL COMMITTEE
Dear Readers,
Greetings!!!
Welcome to the yet another insightful issue of “Alang- A Green Reincarnation”
Ship recycling activities involves both Economy and Ecology in equal
proportion. Our endeavor is to redefining the Ship Recycling Industry in an
Eco-Friendly manner. In this issue, our attempt is to bring to you, the
parameter observed for the protection of environment, safety and health at
Ship Recycling Yard Alang-Sosiya.
The concept of “Green Ship Recycling” has become thrust area in the Ship
Recycling Industry in view of the awareness towards the maritime, coastal and
onland environment and focusing on the safety of workers. Ship Recycling
Yard at Alang- Sosiya, considered to be the world's largest ship-recycling yard,
has recently scheduled many training sessions for the tens of thousands of
workers for their safety & health and environment protection. The Ship
Recycling Yard Alang-Sosiya is now more eco-friendly, energy conservor and
employment generator industrial complex. Recognizing the importance of
worker safety and disaster management a mock drill exercise was organized at
Ship Recycling Yard Alang-Sosiya by National Disaster Management
Authority, New Delhi. Mr. A.V. Shah, Regional Officer, Gujarat Pollution Control
Board has contributed to the issue by expressing his views on the pollution
control measures and research at Ship Recycling Yard Alang.
In term of economical view, this issue contains the prevailing scenario of the
Scrap market at global and domestic level. The issue also covers state of affairs,
in context to imposition of customs duty by Indian Ministry of Finance on
Scrap to encourage the domestic Basic Oxygen Furnace (BOF) and Direct
reduced Iron (DRI)/ hot briquetted iron (HBI). Trend report covers the insight
view on current and future ups and down in the ship recycling industry in view
of the recent uproar in the dry bulk freight market and fall in Indian billet prices
in weak market.
Ramesh Aggarwal
Hon. Jt. Secretary
Sukesh Aggarwal
Hon. Jt. Secretary
Asif T. Khanbhai
We awaits your suggestions and ideas on the issue……
Executive Comm. Member
Editorial Committee
Ship Recycling Industries Association (India)
[email protected]
P. I. Oza
Executive Secretary
Anita Barad
Editor
Happy Reading!!!
With thanks and warm regards,
Vol.1 • Issue 2 • June 2013
Content
5
Ship Recycling Yard - Alang
9
Ship Breaking Industry
19
Foundation of Alang Ship Recycling Yard
25
Guest Column
27
Trend Report
30
News and Updates
35
Beaching Report
37
Tide Time Table ( July / Aug, / Sep. - 2013 )
38
Miscellaneous
42
SRIA celebrated completion of 30
years of Ship Recycling Yard AlangSosiya by launching a magazine
named “Alang- A Green ReIncarnation”.
The event of launching was graced
with the presence of Past
Presidents Shri R.L.Kalathia, Shri
H.K.Agar wal, Shri V.K.Gupta
together with pioneers of Alang
Shri Shivlal Jerambhai Dathawala,
Shri Pawan kumar Jain with Shri
Jivrajbhai Patel.
The past presidents cherished their
past in this activity, challenges they
had experienced and blessed the
Association for all round
development and wished best of
luck in the days to come.
Launch of
Alang- A Green
Re-Incarnation
Pioneers of Alang
Launching
the Magazine
Shri Pawan Jain
addressing
the gathering
Shri
Shivlal Dathawala
addressing
the gathering
Reader's Response
It was nice to see the
vol.1 which is very
informative. This was
the need of the
day and was long
awaited. ….congratulations to the
team and keep it up
Dr. P. T. Shah
(Hon. Gen. Secretary,
Gujarat Safety Council)
Shri H.K. Aggarwal
Ex president sharing
the challenges
during his
Presidentship
Past & Existing
Luminaries of SRIA
on Dais
Other well-known readers appreciated the
efforts in regard to launching of informative
magazine by SRIA and wished success.
5
Celebration of
World Environment Day
A massive campaign was organized
on the World Environment Day-5th
June, 2013 to clean 10kms length of
beach of Alang-Sosiya. This
involved cleaning of individual
plots, creek areas as well as open
land/waterfronts on both ends of
the yard of width almost upto 500
mtrs. Thus, target of cleaning the
beach area of 2 sq. km was
achieved.
Beach Cleaning
at Alang-Sosiya
Ship Recycling
Yard
In this campaign, there was
involvement of 2 workers per plot,
volunteers and officials of GMB,
GPCB & SRIA. The programme was
commenced during receding tide
at 8:00 am and concluded by
arranging a seminar at Training and
Labour Welfare Institute of GMB.
The participants were awarded with
certificate of participation by GPCB
& GMB.
This program was coupled with
study and removal of littered waste
wherein litters would be classified
and quantified to formulate the
further line of action for awareness
to maintain cleanliness at the
Alang-Sosiya Ship Recycling Yard.
Caretaker
Committee
of SRIA
6
Safety Training Program
Capsule training programme on “Training for Safe Operation of Winch” was organized by SRIA under
the guidance of GMB and it was for short duration On the Job Training. The response from the members as
well as from the workers was overwhelming. Certificates were awarded to workers and the plot holders in
token of active participation in training programme. Other such capsule trainings are under way.
SRIA appreciate the efforts of the dynamic team of Executive Committee for active contribution in
organizing the various labour welfare programmes. The entire team deserves appreciation and applauds
for the kind of works and determination that they have shown.
Our Executive committee: Rajneesh Bansal, Haiderali Meghani, Mehulbhai Kothari, Amit Dathawala,
Chintan Kalathia, Manojbhai Shah, Rohit Aggarwal, Rajubhai Kathiawar, Manish Bansal, Bhadreshbhai
Shah, Bhavin Shah, Sajidbhai Jaka.
A Joint meeting of Customs, Gujarat Maritime Board, Gujarat Pollution Control Board,
Department Industiral Safety & Health, Explosives and SRIA on Ship Breaking Code
was convened on 24/04/13:
The dignitaries of Government departments and SRIA are seen discussing the issues during
sessions. Various points were discussed to improve the general working conditions at Ship
Recycling Yard for environment protection, safety of the workers and improving living conditions
of the workers. SRIA members also contributed by giving their views on various aspects.
7
With Best Compliments
ISO 30000-2009
BUREAU VERITAS
Certification
Plot No. 2299, 'PRITHVI VALLABH ', Hill Drive, Bhavnagar.
Plot No. 30, Ship Recycling Yard, Alang,
www.jrdindustries.co.in
Vinubhai Bhayani
Managing Director
Samir Bhayani
Director
Shri Gautam Ship Breaking Ind. Ltd.
Office : Lati Fuvara, Jivan Mansion, Bhavnagar - 364 001 (Gujarat)
Phone : (O) +91-278-2426367, +91-278-2423042 (R) +91-278-3013333
Cell : +91 9879 55 55 33
Works : Alang, Plot 11 - Fax : +91-278-2426891 • e-mail : [email protected]
Ship Recycling Yard Alang
Ship Recycling Yard Alang is one of the largest Ship
Breaking Yard, accounting for more than 90% of the
ships dismantled in India. Ship breaking is the
process of dismantling an obsolete vessel's
structure for scrapping at a beach, pier, or dry dock.
It includes a wide range of activities viz from safely
removing all 'residual fuel oils, lubricants and other
pollutant materials, gears and equipments, cutting
down and recycling the ship's infrastructure. It is a
challenging process, owing to many concerns of
environment protection, safety and health.
that have made the concept of green ship recycling
famous, such as:
Alang has seen a major changeover as far as
environmental protection and safety standards are
concerned. The concept of “Green Ship
Recycling”, focusing on the safety of workers, has
come into existence on implementation of
directions by the Hon. Supreme Court of India
based on guidelines in line with IMO convention.
The representatives of Customs, GMB, GPCB, AERB
and Explosives Department go on board the vessel
for inspection before granting beaching
permission to any vessel.
Ship Recycling Industries Association (SRIA) is one
of the oldest and largest Association working for
the welfare of owners and workers of Ship
Recycling Yard. The Association not only
safeguards the interest of Ship Recycling Activity, it
also promotes “Green Recycling at Alang”. May
be in the current scenario of ship recycling boom,
many more associations may creep in boasting of
green recycling, but on ground realities, Ship
Recycling Industry Association (India) honors its
commitment of green recycling of each and every
yard at Alang.
Ship Recycling Activities involve both Economy and
Ecology in equal proportion. If the Economic part
of the ship recycling activity is not taken care of, the
existence of Ecology is endangered. In the same
way, if Ecology is not protected, the purpose of this
Green Ship Recycling is not solved. Thus, it is very
important to understand the inter connectivity
aspects involved in the Ship Recycling activity. With
the growth of Ship Recycling activities, the
awareness towards maritime environment has
increased, and the concept of Green Ship Recycling
took the main stand. Green ship recycling has
become an important issue in the maritime
industry, especially following the adoption of the
Hong Kong Convention. The Convention is aimed
at ensuring that ships, when being recycled after
reaching the end of their operational lives, do not
pose any unnecessary risks to human health, safety
and to the environment. There are several reasons
•
To isolate those parts of the ship which are
harmful and dangerous to both marine and
human lives
•
To conserve marine ecosystem by proper
discarding ship breaking wastes
•
Recycling those parts of the ship that are
important and can be recycled successfully for
other purposes
The Hong Kong Convention intends to address all
the issues around ship recycling, including the fact
that ships sold for scrapping may contain
environmentally hazardous substances such as
asbestos, heavy metals, hydrocarbons, ozonedepleting substances and others. It also addresses
concerns raised about the working and
environmental conditions at many of the world's
ship recycling locations. A ship contains hazardous
and no-hazardous substances, which cannot be
totally reused or recycled, hence need to be
disposed off in a proper manner to serve the
purpose of Green Ship Recycling.
Focusing on the protection to environment the
following parameters are observed in true letter
and spirit:
9
Hazardous Wastes Management at Alang
Submission of Inventory of
Hazardous Materials
Assessment of Hazardous Material and ensuring
capability of the Yard to handle the hazardous
wastes proposed to be generated from any ship
Identification of various waste streams
Understanding of wastes characteristics
Work Plan to extract the hazardous waste
from the ship while dismantling
Temporary Storage of Hazardous Wastes
within the plot
Lab Testing & Treatment to the Hazardous Wastes
to change its properties if required
Transportation of Hazardous Wastes
to Landfill Sites/Incinerators
Further Treatment if required
Certain Material auction to
authorized recyclers.
Rest Materials to Landfill burial./
or Incinerator, Ash Management
10
Safe handling of
Asbestos Containing Material (ACM):
Asbestos is the name of group highly fibrous mineral with
separable, long and thin fibers. Separated Asbestos fibers
are strong and flexible enough to be spun and woven.
Asbestos fibers are heat resistant, making them useful for
many industrial purposes. Because of their durability,
asbestos fibers that get into lung tissue will remain over a
long period of time. It was first used in Finland about 2500
B.C to strengthen clay pots. In classical times, the
indestructible shrouds in which the ashes of the eminent
preserved were woven from Asbestos. The word “Asbestos”
comes from the Greek meaning “Inextinguishable” or
“Indestructible”. Its use for lamp-wicks has continued
through the ages up to the present day.
Asbestos is mainly used in engine room as insulation on
pipelines. The quantity of asbestos content in majority of
vessel is very negligible, ranging between 0.05 to 0.10% of
the total LDT of the vessel.
Handling and Storage of Asbestos are carried out as per the
Honorable Supreme Court Guidelines and the work
therefore is entrusted to Industrial Hygiene Service (IHS).
IHS identifies Asbestos Containing Material (ACM) location
as per the quantified details given by the plot owners, which
is as per instruction given by Govt. officials. The work
methodology for removal of ACM carried out by IHS Team is
as follows:
Step - 1 : ACM Survey, labeling and barrication
Step - 2 : Issuance of PPE Consumable kits to the plot
Step - 3 : Installation of on board enclosure and
mobilization of team, tools and tackles
Step - 4 : Removal of pipes on board and transfer to plot
by wrapping it for exposed ACM, if any
Step - 5 : Scrapping, removal and packing of ACM on
board for the pipes (only which cannot be
transferred to the plots due to their size)
Step - 6 : Scrapping, removal and packing of ACM on plot
in their plot owners enclosure or in ACM Mobile
Enclosure (designed and maintained by IHS)
Step - 7 : Handling over of ACM free worksite
11
Release of Co2
Removal of radio-active chips
Step - 1 : CO2 room Survey, Pressure check, Leak
check
Step - 2 : Issuance of PPE Consumable to the
handlers
Step - 3 : Mobilization of team, tools and tackles
Step - 4 : High Pressure CO2 Degasification work
Step - 5 : Handling over of Degasified CO 2
cylinders in CO2 Room
The work methodology for Radioactive chip/Smoke
detector removal carried out by IHS Team is as
follows:
Step - 1 : Radioactive chips/ Smoke detector
Survey, labeling and barrication
Step - 2 : Issuance of PPE Consumable to the plot
Step - 3 : Mobilization of team, tools and tackles
Step - 4 : Removal of Radioactive chips/ Smoke
detector on board and transfer to plot by
wrapping to avoid any exposure
Step - 5 : Handling over of Radioactivity free
worksite
12
Safety and Environmental Protection in Ship Recycling
The benefits that arise from recycling ships are
many. When ship is recycled every part of its hull,
machinery, equipment, fitting and even furniture us
re-used. The industry contributes to the economic
development of the country by direct employment
to thousands of workers hailing from the various
states of country, business opportunities to many
ancillary industries, shipping agents, cash buyers,
marine traders and brokers, transporters, gas
plants etc. Ship Recycling Industry provides
balance to the steel sector of the nation.
India has also made considerable progress in the
last five years. Following the judgement of India's
Supreme Court's on the case of the “Blue Lady” in
September 2007, the ship recycling industry had to
satisfy new domestic legislation requiring recyclers
to conform to most of the requirements of the then
draft ship recycling convention on matters relating
to safety, training, waste management and
environmental protection. Consequently the
Convention, as adopted, does not pose any
additional major technical requirements to
recycling facilities in India. As also witnessed in two
visits of IMO authorities to Alang, significant
improvements have taken and are taking place
across the industry. Furthermore, a number of
Indian recyclers are investing in safety measures,
environmental protection and social welfare that
are above statutory requirements. (Excerpt from:
Ship Recycling Markets and the impact of the
Honkong Convention by Dr Nikos Mikelis,*Nonexecutive director, GMS)
While the principle of the ship recycling is sound
one, the working practices and environmental
standards in recycling yards often left much to be
desired. Consequent upon the pressure from
politician and administrations, to regulate Ship
Recycling with international common standard, the
civil society campaigned for a safer and a more
environment friendly Ship Recycling Industry. Due
to public outcry in 1980s to combat the “toxic
trade” a convention was developed. This was “Basel
Convention on the control of Transboundary
Movement of Hazardous Wastes and their
Disposal”. But, in the very initial stage it became
apparent that the enforcement of the “Basel
Convention” is difficult from practical and legal
aspects, and was magnified by European Union.
A ship recycling facility at Alang-Sosiya is
mainly on the basis of the following criteria:
The work force is trained for its respective jobs:
The workers are imparted proper training for their
respective jobs and no worker is allowed to work
without proper training. The industry is full of risks
and accidents and that is why imparting of proper
training is all the more necessary. The motto of the
industry is to bring the “Zero Level” accidents.
IMO developed a new international convention,
“Hong Kong Convention for establishment of
mandatory requirements that would ensure an
equivalent level of control as that established under
“Basel Convention”. In India, this convention failed
to get the ratification by Government of India, as (i)
the convention on Ship Recycling is against the
interest of country (ii) the convention is totally a
biased one without casting obligation on ship
owners or ship builders (iii) the country would not
achieve anything except international interference
and (iv) the comprehensive Code on Ship Recycling
is under finalization by Steel Ministry as directed by
the Hon. Supreme Court of India.
“Safety First-Then Production”
“Ensure to Employ only Trained Workers”
The quotes carry the importance of Safety &
Training and the Ship Recyclers are following the
dictum in true letter and spirit.
The strict compliance for non-employment of
children in the ship breaking activities is observed.
13
Workers trained at Safety Training Institute, Alang
Year
• Personal Protection Equipment is provided and
used by the workforce:
For safe handling of ship recycling activities, the
wearing of Personal Protection Equipments is
mandatory. Otherwise the workers are not allowed
to perform their duties. This is totally in the interest
of workers themselves. The PPEs are being provided
by the ship recyclers with an intention to avoid any
mishaps.
Total workers trained
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013 (upto April,13)
Total
664
1724
1210
4230
7152
8187
25897
18840
11878
13406
5383
98571
(Source: Gujarat Maritime Board, Alang)
Safety
Training &
Labour
Welfare
Institute at
Alang
Workers on site with adequate PPEs
• Safe-for-entry and safe-for-hot work conditions are maintained :
In terms of the directives of Explosive Department (PESO), the certificate for safe entry for hot work has been
made mandatory to prevent fire/accident in the ship. The recyclers are impressed upon the importance of such
certificates from the competent person/PESO.
• The workers soon to get housing facilities :
The long pending issue is now being taken care of by a Joint venture of SRIA & GMB. A project of Labour
Housing Colony for housing of 1000 workers at Alang-Sosiya has already been in the final shape. The tendering
process has already been completed.
• All machineries used for ship recycling are regularly load tested :
All machineries like winches, crane and other lifting equipments are regularly checked by competent authority
and certificate is issued. Even the equipments like swivel, shackle, bumper and wire ropes are tested regularly.
• There are provisions for the safe removal and storage of hazardous materials :
The waste management work at Alang is outsourced to M/s Gujarat Environment Protection Infrastructure Ltd
(GEPIL), an agency authorized by State Pollution Control Board. The summarized year wise data of lifting of all
types of wastes from the plots is given here under:
14
Item-wise summarized data of waste sent to TSDF Site
Year
Asbestos &
Asbestos
solidification
Belge Water
Glasswool
and others
Oil Sludge
Rubber,
Paints &
Coating
Thermocol
2006-07
37.551
--
590.192
1.310
81.911
117.353
2007-08
33.780
--
1,495.440
9.648
73.181
157.725
2008-09
73.695
1,026.205
2,457.919
299.530
77.513
337.578
2009-10
98.970
1,275.220
2,855.605
507.955
75.990
401.655
2010-11
93.080
1,154.980
5,043.672
214.055
101.199
684.995
2011-12
33.230
1,275.705
5,939.829
47.355
67.885
348.295
2012-13
37.070
3,344.725
6,492.630
10.075
61.495
260.395
407.376
8,076.835
24,875.287
1,089.928
539.174
2,307.996
(Source: Gujarat Enviro Protection and Infrastructure Limited [GEPIL])
• There are procedures for containing spillages and the avoidance of pollution:
After the removal of pumpable oils a proper tank cleaning is being carried out by recyclers with help of sand
and few dispersant chemicals. Such sand is again sent to TSDF site. SRIA is now planning to adopt a new
“mobile tank cleaning” set up. This is a novel idea which has been brought to the notice by IHS for which a trial
run is likely to be arranged shortly. Such mechanical devices will help in speedy and accurate work.
•
Monitoring of the disposal of hazardous materials to authorized sites:
1. A proper inventory is prepared when the ship arrives at the anchorage with the help of master of the
ship
2. A removal of this hazardous material by conducting a proper method with the help of trained workers
and being stored temporarily in a proper manner
3. Such hazardous waste is sent to TSDF site.
4. An updation of record is maintained by all recyclers.
15
An emergency preparedness and response plan has been
established and maintained:
Mock drill exercise on Fire at Alang Ship Recycling Yard on 29.05.2013
conducted by National Disaster Management Authority
Last Month ship-recycling industry at Alang had the fortune of participating in a major event. The NDMA
nd
selected Alang ship recycling yard for 'Mock Drill', 2 such exercise in Gujarat after Surat. The NDMA team from
Delhi led by Mr. J. K. Sinha, Hon. Member NDMA consisted of following other distinguished experts:
1
2
3
Dr. B. K. Khanna, Sr. Consultant,
Maj. Gen. V. K. Datta, Sr. Consultant (CB & ME),
Mr. B.B. Gadanayak, Specialist (IRS).
Mr. Sinha and his team members visited GMB Training Facility for Workers, various other facilities and many
th
Plots at Alang – Sosiya SRY on 28 May 2013. The team particularly inspected the 'Fire Fighting' facilities' at the
SRY provided and installed by the authorities and individual Plots. They asked probing questions about such
infrastructure present, procedures and practices adopted by ship recycling units and preparedness in case of
major accident/mishap.
We the ship breaking community is indeed fortunate to get the opportunity as all of us learned many new
things and were exposed to possible 'worst case scenarios'.
th
The 'Mock Drill' Exercise was carried out on 29 May, 2013 commencing at 9.15 AM.
This was a very important event organized by NDMA and all the concerned authorities of the State Government
also participated. Major role was played by the District Administration, Dist. Police Department, Gujarat
Maritime Board and GPCB. The district administration was led by the District Collector Mr. V.P.Patel himself. He
was present at Alang throughout the 'Mock drill' Exercise, getting information in real time and supervising. He
also gave his comments about the response of various government bodies at the final briefings. Along with
District Collector, Deputy Collector Mr. J.H.Trivedi, ASP Mr. Antarip Sood and other top District Administrative
officers were also present and participated in the drill performing their duties. Regional Officer of GPCB Shri
A.V.Shah also rendered his valued guidance.
Following worst case scenarios and possible accidental events for the drill were given to the owners and
workers of three yards designated for the drill:
1
2
3
Major Fire at the ship and its engine room
Radiation and presence of Radio Active Substance
Terrorist Attack
All the major fire incidences were handled by the workers of the plots very effectively and at all the three plots
the fire was brought under control within very short period. The first information/intimation to the Fire
Department, Police and Red Cross Hospital was prompt and within acceptable time limits. The area which
requires further improvement was handling of casualties both at the plot and hospital.
The team of NDRF carried out the exercise of detection of radiation and chemical hazards very commendably
and we all agree that instrument for detection of radiation should be procured by the association and the
suspected material be scanned regularly for radiation.
16
Police Department also went into action on information/alarm of Terrorist Attack with their proper gear. Police
department regulated the traffic so the injured persons are shifted to hospitals as quickly as possible and
keeping the communication with the sites.
In all this was a very successful exercise organized by the NDMA where all the participants performed their
assigned duties very satisfactorily.
Ship Recyclers and our Association, sincerely thank the team of NDMA and in particular Shri J. K. Sinha for
giving us the opportunity and assure NDMA that we shall be continuously working for improving our
preparedness for unforeseen events.
We thank Shri V.P.Patel, the District Collector and the entire District Administration, District Police Department
for their encouragement and participation.
We thankfully appreciate the role of Observers placed at all the strategic points. We value their comments.
Their critical observations are taken very positively and these comments will help us to improve our working
condition and preparedness for accidents and disasters.
Last but not the least we are indeed grateful to Capt. S.C. Chaddha, Port Officer and GMB staff, Fire Officer Mr.
P.D. Vyas for their guidance and active participation. Capt. Chaddha worked very hard for the successful
conclusion of the 'Mock Drill' and visited all the sites chosen for the exercises and monitored all the concerned
communication centers and GMB posts.
Our association has decided to conduct such Drills of “Emergency Preparedness” and “Emergency Response
System” for Alang-Sosiya Recycling yards in future days to come.
17
The recycling facility is ISO
certificated
(9000; 14000; 18000; 30000)
by a reputable international
certifying company:
Fire Fighting Station at Alang
Red Cross Hospital-Alang
18
Numbers of ship recycler have
obtained ISO certification such
as ISO 9000; 14000; 18000; 30000
Certificates issued by a reputed
Certifying Company.
The shipping Industry of India has a crucial role to
play in Indian economy. While comparing the
largest steel making countries in the league India
th
enjoys the 4 position of 5 countries that includes
China and Turkey. These countries dominate
world's Ship Recycling Industry.
scrap from obsolete products and which is
collected, traded and sold to steel plants for remelting. Ship steel scrap obviously falls in the third
category of sources of steel scrap.
(Excerpt from: Ship Recycling Markets and the
impact of the Honkong Convention by Dr Nikos
Mikelis)
In modern steel making, there are two main
processes:
Indian scrap imports to fall 18% in 2013 :
Metal Bulletin Research expects India to import less
scrap in the current year due to the improving
availability of domestic iron ore after banning of
some mining was lifted, and imposition of revised
duty on Ferrous scrap imports. Resultantly, it is the
forecasting of MBR that India will import about 6
million tones of scrap this year-a fall of 18% yearon-year, as this feedstock for Electric Arc Furnaces
(EAF) would be taken over by improving supplies of
direct reduced iron (DRI) and hot briquetted iron
(HBI).
A) Basic Oxygen Furnace (BOF): For production
from iron ore, the pig iron has to be in a blast
Furnace, which is then refined in to steel in a Basic
Oxygen Furnace. Some scrap of steel is also added
in the refining process. Approximately, 70% of the
world steel is produced through this process.
B) Electric Arc and Induction Furnace:
Approximately 30% of the world's steel is produced
through this process.
In producing steel, the use of steel scrap marks
some sense particularly from the economic and the
environmental points of view. It is observed from
the study that the necessary energy consumed for
making 1 tonne of steel from iron ore is 23gigajoule
(GJ) as against 7 gigajoule (GJ) when using steel
scrap. The recycling of steel saves natural resources
pollution etc, as under:
•
•
•
•
•
There was a decline in production of DRI & HBI, in
India, in 2012 comparing with a year earlier mainly
due to mixture of less availability of domestic gas
supplies and limited output of iron ore. This is
because imposition of banning on domestic
mining late in 2011.
During recycling of every 1 tonne steel, 1.1
tonne of iron ore and 0.6 tonne of coal are
saved.
Air pollution is less by 86%
Water pollution is less by 76%
Water usage is reduced by 40% and
Avoidance of generation of round about 1.3
tonnes of solid wastes.However, dependence
on iron ore cannot be avoided as the steel scrap
available is in relatively limited quantities.
In a response thereof, there was increase in buying
of scrap as Indian buyers imported 7.3 million tones
in 2012, that means 31% more than in the year
2011. The domestic mills replaced the lost iron
units with Ferrous scrap imported from the UK (1.3
million tones), the USA (1.1 million tones), Canada
(1 million tones) and the UAE (900,000 tonnes).
There are three sources of steel scrap available for
steel making: (i) “Home Scrap” which arises
internally in steel mills as rejects from melting,
casting, rolling, etc; (ii) “new steel scrap” which is
generated when steel is fabricated into finished
products; and (iii) “old steel scrap” which is steel
19
Against this, recently, the permission was granted
to almost all iron ore mines to restart their
operations and the improvement in the availability
of iron ore will prove to be beneficial to steel
production using Basic Oxygen Furnaces and DRIconsuming EAFs methods
and 20% month-on-month, to stand at 489,000
tonnes – the lowest level since August 2011.
We believe some domestic steel producers have
already reacted to the improving situation in steel
raw materials availability and have already altered
their purchasing.
The immediate imposition of 2.5% customs duty on
import of ferrous scrap by the Indian Finance
Ministry in May is believed to encourage domestic
BOF and DRI/HBI producers to step up production
and consume more iron ore rather than to import.
The result will be to make scrap imports less costcompetitive and to encourage EAF steel producers
to increase their consumption of DRI/HBI.
MBR expects a year-on-year decline in overall
Indian scrap imports in 2013, given the increased
supply of alternative iron units. That said, the latest
trade data suggests that Indian scrap imports fell
sharply even before the import duty was applied.
MBR expects Indian scrap buyers ultimately to
reduce their consumption of overseas scrap
because of the lower underlying demand.
th
(www.steelfirst.com, London 20 May, 2013)
In fact, Indian scrap imports declined in successive
months in January and February 2013, falling by 9%
Beginning of Ship Breaking at Alang with 13 workers only……
st
The world labour day is customarily being celebrated all over the world including India on 1 May every
year. In the development of majority of industries, the dedication of the original labourers is always
cherished. Similarly, something like that has been substantiated by the workers working in the Ship
Recycling Yard-Alang. The Ship Recycling Yard-Alang was started in 1983 with only 13 workers and today
it gives bread and butter to more than 25000 workers, hailing from Gujarat and other states of India.
In the First part of 80s, the process of establishing ship recycling industry at Alang started getting
momentum. After completing the majority of formalities connected with the industry, in 1982, the main
question was the availability of workers. At that time, the leading ship breaker Shri Shivlal Dathawala
had started making efforts to hiring workers from Darukhana area of Mumbai, and he was succeded in his
efforts by bringing 13 workers at Alang.
th
th
Thereafter, on 13 & 14 Feb, 1982, the first two ships, “Kota Tenjong” and “DDR” had reached Alang for
breaking up. Thus, the business of ship breaking at Alang was stated in 1983 and the rest is the story
before us.
Some of the 13 workers viz. Shri Hiralal Garibprasad is still working with Plot No.04 as Mukadam and Shri
Ishwarchand Vishwakarma alias Bhagat is also working as Mukadam with the Plot No.20 at Alang
20
RE
IP B AKER
H
S
CO
BHARA
S
T
Nitin Kothari
Mehul Kothari
RP.
BHARAT SHIP BREAKERS CORPORATION
REGISTERED OFFICE : STATION ROAD, SUTARWAD, BHAVNAGAR - 364 001 (GUJARAT) INDIA
PH. : (0278) 2432075, 3014163 FAX : (0278) 2436884 E-mail : [email protected]
WORKS : PLOT NO. 63, SRY ALANG, DIST. BHAVNAGAR (GUJ.) - 364 081 TELEFAX : (02842) 235341
Mukesh Kothari
Sameer Ajmera
.
B.C
.
V.S
VIJAY SHIP BREAKING CORPORATION
OFFICE : 310-311, MADHAV HILL, WAGHAWADI ROAD, BHAVNAGAR
Ph. (0278_ 3001031 / 3001221 / 2434107 • FAX : (0278) 2424989
SITE : PLOT NO. 64(24/K), S.B.Y. ALANG, P.O. MANAR, DIST. BHAVNAGAR (GUJARAT)
PH. : (02842) 235342 / 235273
E-mail : [email protected]
Foundation of Alang Ship Recycling Yard...
WE cherish the memory of Captain N. Sundaresan
Capt. N. Sundaresan's(1933 – 2012) name will be
carved out in GOLDEN LETTERS as the Founder
of Alang Ship Recycling Yard. His vision of a site
for world class Ship Recycling Yard has now taken
enormous proportions and provides livelihood to
thousands of people at Alang for three decades
ago. Today used ship's machinery and parts are
transported across the globe to assist newer
ships in difficult time to be afloat. Steel from
Alang finds usage across all sectors in India.
sale and purchase of ships meant for scrap now
called Memorandum of Agreement (M.O.A. – for
Demolition Tonnage) and an Arbitrator on marine
disputes. He spent a few years as Port Officer,
Bhavnagar (1968), and was also appointed as a
Nautical Advisor to the Gujarat Government and
was instrumental in the formation of what is now
known as Gujarat Maritime Board.
Bhavnagar was a sleepy town during those days
with not much of activity per se ship breaking.
Small ships and barges used to berth at
Bhavnagar New Port those days which were used
as lighterages for loading and/ or discharging
cargo at Bhavnagar Anchorage where the bigger
ships used to drop anchor. The New Port
Bhavnagar is located some 6 Kms away from
Bhavnagar and entry of small ships is through a
Lock Gate due to tidal conditions into the Wet
Basin. This Lock Gate was built some 80 years ago
and was in operation until a few years ago and
presently undergoing repairs.
An age old adage goes “Necessity is the Mother
of all inventions”. It was this necessity of breaking
down of several thousand ships in the 30 years
starting from 1980's that lead Capt. N.
Sundaresan in the look for a suitable ship
breaking site in India. Capt. N. Sundaresan was
from 1960 Batch,T.S.S. “DUFFERIN”and a Master
Mariner who had spent several years at sea
worldwide. He was a shrewd observer and
having identified the necessity of a ship breaking
site, did feasibility study of all the possible sites
on both the Coasts of India and particularly in
Gujarat. He spent several months tirelessly
pursuing each prospective place prior ruling out
some of the sites as not suitable for ship breaking
activities. Today ship breaking sites in India
include Haldia near Kolkatta, Beypore in Kerala,
Darukhana in Mumbai, Sachana close to
Jamnagar and Alang about 50 Kms. from
Bhavnagar.
In the late 1970's a ship drifted uncontrollably
towards Gopnath Point and ran aground. It was
an important event and drew a lot of attention.
The grounded ship could not be salvaged at a
reasonable cost and hence it was decided by ship
owners to abandon it. Gopnath Point is very
close to Alang and lies between Bhavnagar and
Alang. Capt. Sundaresan, having observed that
the grounding location was very suitable for ship
breaking, decided to further scour the
surrounding sea coast in and around Gopnath
Point and was fascinated by the possibilities of a
regular port and ship breaking site around port
Alfred Victor.
Capt. Sundaresan was a well-reputed Marine
Barrister who practiced for various P & I Clubs in
London and had taken a fancy to study and
practice Marine Law from a very young age. He
was the pioneer in facilitating documentation for
25
Foundation of Alang Ship Recycling Yard...
In 1980, when beaching a ship, M.V. “LEMPA” of
Mansoor Taherbhai at Sachchana, near Jamnagar,
the ship beached far from shore. This prompted a
debate into possible alternatives and to find
appropriate solutions for better beaching for
breaking purposes. It was during dinner the
same evening with Capt. N. Sundaresan
suggested a perfect location that he had in mind
having better facilities i.e. a stretch between
Bhavnagar and Alfred Victor port.
the shore as there were no roads at Alang beach
then. He would make minute observations about
the seashore that stretches about 10 Kms. making
important notes about tidal conditions at various
points putting to use vast experience and nautical
knowledge. How far would the sea recede during
low waters and how close the sea would come
close to the shore during high waters was a
matter of prudent judgement in absence of any
available accurate data. Important notes were
made with regards to the assessment of speed of
current, wind speeds and wind directions, and
any adverse effects of storms and monsoonal
disturbances that could cause a hindrance to the
ship breaking activities.
Capt. Sundaresan visited Bhavnagar next day for
a regular inspection of Alang Lighthouse. It was
too late to get to the beach by the time he
reached there due to the undergrowth on the
beach front. A feasibility study of the shore was
initiated with encouraging outcome.
Capt.
Sundaresan suggested three sites where he saw
definitive advantages at area North of Alfred
Victor port, another further North and one at
Alang.
Meantime the first ship, M.V.“KOTA TENJONG”,
was already on way and was ordered to anchor off
Gopnath Point. However, the Master anchored
off Alang Lighthouse and subsequently beached,
on 13 February 1983, amidst all doubts and fears.
He inspected Alang Lighthouse and the coastal
area contemplating what could be a suitable ship
breaking site with a large tidal variation, long
coastline, and having suitable gradient. The only
concern was the strong, variant current and the
reputation of Bhavnagar Anchorage being a
graveyard for ship anchor and chains. Alang
village is about 10 Kms. off the road linking
Bhavnagar and Mahuva then a small township
about 100 Kms. to the West of Bhavnagar. This
junction is Trapaj, a single lane leading to Alang,
was a rough bumpy ride as also the road from
Bhavnagar to Trapaj and would take more than 2
hours one way.
This invariably brought a different type of steel
plant to Gujarat. All this would have not been
possible without the untiring contributions,
dreams, efforts, professional acumen of Capt. N.
Sundaresan and the visionary that was Capt. N.
Sundaresan.
This article is in dedication especially in the
fond memory of Capt. N. Sundaresan as the
Founder of Alang Ship Recycling Yard.
Capt. Sundaresan would have had to reach Alang
village and Alang Lighthouse from where he
would have to walk it down several kilometers to
26
Guest Column
Ship Recycling at Alang
Ship recycling: Ship recycling has become very important at the
end of the two World Wars, especially after the World War II.
Further, after the oil boom in the Middle East and refrigeration
techniques has led to the emergence of the large vessels. Ship
recycling is the process of dismantling an obsolete vessel's
structure for scrapping. Ship recycling is a challenging process, due
to the structural complexity of the ships and the many
environmental, safety, and health issues involved.
Why Alang?: The ship recycling activity is not new to India ever
since 1912 as it is carried out in Kolkata and Mumbai but India in
1978, the Central Government adopted a policy of importing ships
ready for scrapping by the Metal Scrap Trade Corporation (MSTC) and created a ship breaking
development fund for this purpose. In order to diversify ship breaking activity away from Mumbai,
the MSTC and the Gujarat government carried out a number of studies in the early 1980s. In 1982,
representatives of the ship breaking industry joined government officials in a detailed study of the
coasts and selected Alang – Sosiya as a suitable place for ship recycling where operations officially
commence with the beaching of the M.V. Kota Tenjong on February 13, 1983. Alang coast is about 56
km south of the city of Bhavnagar in the Gulf of Khambat. Alang had the ideal physical characteristics
for a scrapping yard with a tidal range of up to13 meters (42 feet), and comparatively mud-free
conditions, which makes it easy and inexpensive to run scrapped ships on shore during full moon and
leave them to flounder upright as the waters receded.
A. V. Shah, RO, GPCB
The Problem: Alang-Sosiya ship recycling yard, became the focus of considerable activity and
attention. Despite threats of sanctions, heavy criticism of environmental and social problems and
increased competition from yards in Bangladesh, China, Pakistan, the Philippines and Taiwan, AlangSosiya ship recycling yard has become one of the largest ship breaking yards in the world. At Alang,
thousands of workers cut apart massive ships with little more than hand tools and brute strength,
exposing themselves, the landscape, and the ocean: to hazards and toxic waste. During the process
of ship breaking, pollutants like oil, paint-chips, debris, rubber & plastics insulating materials,
'thermocole', glass wool, asbestos, etc. may find their way to marine / terrestrial eco-system. Also
some times the ships may contain unidentified matters and toxic chemicals like paints components
as lead, heavy metals, poly-chlorinated by phenyls (PCB), tin etc. Pollutants so generated during ship
breaking may result in change in water quality and marine ecosystem especially in inter-tidal zone.
The Concern: There are basically four interest groups (stakeholder) involved in the ship breaking
activity. They are: the government of Gujarat through the Gujarat maritime Board (GMB), the ship
breaking management, the workers or labourers, and the villagers in the area. They have immensely
benefited from the ship breaking industry. The problems of safety and the work environment in any
around the yard are common for all the four stakeholders. The GMB is the shore-based coastal zone
authority of the Government of Gujarat. The issues for GMB for the sustainable development are:
Long-term spatial planning for infrastructure.
27
Guest Column
Ship Recycling at Alang
The judicial intervention: Honorable Supreme Court of India had admitted CWP no: 657 of 1995,
and appointed a High Powered Committee in 1997 under the chairmanship of Prof. M.G.K. Menon to
study the entire gamut of the issue of Hazardous Waste Management. Committee submitted their
report to Hon'ble Court on 30th August, 2006. Hon'ble Supreme Court accepted the
recommendation on the procedure for anchoring, beaching and breaking, issued the directions in its
order dated 6th September, 2007. Thus judicial intervention has played vital role in improvising the
condition at Ship recycling yard of Alang and Sosiya.
Success: The solid / hazardous waste management scenario has improved significantly over the
years.
1. GMB has set up a TSDF, the most essential segment of waste management which was
Commissioned in 2005 over an Area of 7 Hectare.
2. Adequate numbers of oil recyclers.
3. In absence of infrastructure for incinerable waste, and treatment of waste water facility for waste
like Bilge Water, Oily Rags, Paint Sludge, Paint Chips, Rubber and Thermocol the facility in other
district of the state are utilized.
4. Due to hazardous health effects, SRAI outsourced the ACM removal, handling, scrapping and
packing job to Industrial Hygiene Services (IHS), Baroda from June 2010. This agency is handling
asbestos as per National and International Guidelines.
Monitoring of Success Result:
GPCB is monitoring and analyzing pollutants by self and also by third party like GEMI, NIO and SGS
which has showed that situation at Alang – Sosiya has improved considerably.
The samples were collected from yard from oil removal area, residential area opposite to yard,
sediments from sea surface, open well and seawater and also a paint chip in particular. The soil
samples were collected at 3 depths up to 5feet. The result exhibited results below detection limit
except for one occasion in the yard.
The NIO has studied comprehensively the coastal and marine environment during 2007-2008 over
an area of about 200 sq. km. and submitted its report which in turn submitted to Ministry of
Environment and Forests, GOI. This report is quite encouraging except for PHCs at certain location.
As this study was conducted during 2007-2008 GPCB is continuously monitoring coastal water and
results were found with considerable improvement.
Conclusion:
• The continuous and rigorous enforcement with educating the ship recyclers has resulted in the
improvement in environmental condition over the period of time.
• The proposed project for research is targeted to identify various treatment methods and
disposal pathways based on prevailing and future environment legislation based on Basel
Convention of UN and Hongkok Convention of IMO for protection of marine environment.
- A.V.Shah,Regional Officer, Gujarat Pollution Control Board, Bhavnagar
(We thank Mr. Shah for the above article, which has been shortened by our editorial staff for want of space,
but the gist of the article has been maintained)
28
B
NABCB
QM - 004
Managing Director
Director
Director
www.bansalgroups.com
Samundra Alloys Pvt. Ltd.
Laxman Bansal
Manish Bansal
Rohit Bansal
Gujarat Imex Labs Pvt. Ltd.
Works : Plot No.32, Alang, Bhavnagar Phone : 02842-235264
Admn. Office : C/2, Hans Complex, Sanskar Mandal, Bhavnagar Phone : 0278-3005696, Fax : 0278-2560210
Regd. Office : 34, Quay Street, Darukhana, Mumbai -400010 Phone : 022-2374035, Fax : 022-3726363
E-mail : [email protected], [email protected]
J. R. GROUP OF INDUSTRIES
Bhavnagar Office : No. 'B' Wing, 201/202, 2nd Floor, "Leela Efcee" Complex,
Beside Aksharwadi Temple, Waghawadi Road, Bhavnagar - 364 002
Off. Phone No. : + 91-278-2570210, 3005630 • Off. Fax No. : + 91-278-3005630
Works : Plot No. 38, Ship Recycling Yard, Alang, P. O. Manar - 364 150 (Gujarat)
Phone : +91-2842 -235254 E-Mail : [email protected]
GHAZIABAD
SHIP BREAKERS PVT. LTD.
IS : 2062
(An ISO 9001-2008 Certified Company)
[email protected]
CM/L-3809267
J. R. ISPAT PVT. LTD.
J. R. CASTING
IS : 2830
(Casting Plant)
(Steel Plant)
CM/L-3787485
(An ISO 9001-2008 Certified Company)
[email protected]
Managing Director
Director
IS : 1786
(Rolling Mill)
(Ship Breaking)
(An ISO : 30000-2009 & Certified Company)
IS : 2830
J. R. STEEL INDUSTRIES
CM/L-3787485
An ISO 9001-2008 Certified Company
[email protected]
Shri T. L. Gupta
Shri Raman Gupta
+91 - 9825205580
+91 - 9825205630
CM/L-3830966
Trend Report
The first quarter of FY 2013-14 “Like coming events cast
their shadows before” appears to be augured well,
particularly at Alang having 31 ships recycled generating
3 million tonnes of steel in April2013.
steel and consequently are not included in the statistics
of old steel scrap.
The concluding part of the global Ship Recycling
Industry was- which covers 1.5% of the global needs of
the steel making industry for old (melting) steel scrap.
While comparing various available sources of old steel,
the steel from Ship Recycling appears to be realistic.
Simultaneously, the global effect of ship recycling to the
steel manufacturing industry is seen at a lower side.
Hence, the converse position cannot be true when
viewed in the global context.
Ships are recycled initially to recover their steel, which
forms approximately 75% to 85% of a ship's lightweight,
or lightship. Lightweight (LDT) is the mass of the ship's
structure, propulsion machinery, other machinery, outfit
and constants. Another way of defining LDT is as the
displacement of a ship when fully equipped and ready to
proceed to sea but with no crew, passengers, stores, fuel,
ballast, water or cargo on board.
This conclusion of course does not apply to the five
major ship recycling countries, where an additional
contribution is made to the economies of the countries
through extensive re-rolling of ship scrap.
In addition to steel, the recycling process also recovers
non ferrous metals, machinery, equipment, fittings, and
even furniture. Non ferrous metals (eg copper) are
particularly valuable and although forming maybe
around 1% of a ship's LDT, they can recover for the
recycler up to 10% to 15% of the price paid for the ship.
Machinery from recycled ships is often reconditioned
and sold for further use in maritime or land industries, or
when it is beyond repair, it is cut and sold as steel scrap.
Because the chemical composition of the steel used in
shipbuilding is controlled by classification society rules
and surveys, ship steel has good yield strength, ductility
and impact strength. Ship steel scrap is therefore
attractive for steel making.
For better understanding the factors, that determine the
prices paid for ships by the ship recyclers, the
importance of global contribution made by ship
recycling to steel making industry is necessary. The scrap
emanating from the recycling of ships competes with
imported steel scrap and its quantity being very small,
cannot determine the prices. It is worth noting that when
the freight markets are spiraling the tonnage of the ships
for recycling are correspondingly on the downside.
Consequently, the ship recyclers prefer to increase the
prices they wish to offer. But, there is a cap to these prices
based on the price of imported ferrous scrap. The
recycling facilities will have to be closed down, in case the
prices offered by recyclers are not sufficient to attract the
tonnage. (Excerpt from: Ship Recycling Markets and the
impact of the Honkong Convention by Dr Nikos Mikelis)
When dismantling a ship it is possible to separate flat
plates, and lengths of girders, beams and angle bars,
from smaller and irregular pieces of metal. The later
become melting scrap to be fed to EAF plants, while the
former can either be used directly in construction or road
building, or can be heated and re-rolled into bars and
rods in re-rolling mills. Re- rollable ship's scrap can
amount around 60% of a ship's LDT, noting however that
sometimes different percentage figures are quoted. As
the re-rolling process is simpler and much less energy
demanding compared to melting steel scrap, re-rolling
finished products have a price competitive advantage,
and consequently ship recyclers can command a price
premium for re-rollable scrap of around 10% compared
to melting steel scrap. Re-rolling is used extensively in
South Asia but much less in Turkey and China.
Nevertheless, visitors to Chinese recycling yards will not
fail to notice big stacks of large rectangular plates
awaiting their sale to construction sites. Re-rollable scrap
and ship scrap plates that are directly reusable in
construction are not melted for the production of crude
Conversely, when the freight markets are low, there is a
lot more tonnage offered for recycling and consequently
recyclers can pay less for ships. If at such times steel
prices are high, ship recycling activities becomes more
profitable, bringing in more recycling capacity.
Competition for tonnage amongst recyclers leads to a
price balance that may be higher than the shipping
markets would otherwise suggest, as is the case during
the current period. Therefore, ship recycling is an
informal industry that is wedged in between two
powerful players, the steel making and the shipping
industry. Seen in this light, ship recyclers face a tough
fight and plenty of risk.
The dry bulk market was once again down on 23.05.2013,
as the Baltic Dry Index (BDI) closed marginally lower to
30
Trend Report
828 points, or 0,12% lower on the day. The main reason
was the dip of the Baltic Panamax Index, which was down
by 17 points or 1.93 percent to 863 points. As a result,
average daily earnings of Panamaxes were down to
$6,878. By contrast, the Capsize Index was up by 0.45
percent to 1,339 points. Average Capsize daily earnings
stood at $5,212 as of 22.05.2013.
Baltic Exchange
Dry
Index
BDI
828 ( DOWN
1)
Baltic Exchange
Capesize
Index
BCI
1339 ( UP
6)
Baltic Exchange
Panamax
Index
BPI
863 ( DOWN 17)
Baltic Exchange
Supramax
Index
BSI
855 ( UP
2)
Baltic Exchange
Handysize
Index
BHSI
551 ( DOWN
1)
new import taxes to be applied up to 5% on new
purchases.
The last week of May ended with 24 vessels headed to
the scrap yards of total deadweight 1,137,474 tons. In
terms of the reported number of transactions, the
demolition activity has been marked with 71% increase
from previous week, showing 75% and 33% weekly
increase in the bulk carrier and liner vessel disposals
respectively. In terms of deadweight sent for scrap, there
has been 61% weekly increase with India winning 10 of
the 24 total demolition transactions, 8 vessels' disposals
reported at an undisclosed destination. In the disposal of
large sized vessel categories, the week ended with one
floating storage –ex very large crude carrier vessel, two
capsize bulkers and two aframax tankers headed to the
scrap yards.
Despite the recent turmoil of the dry bulk freight market,
there could be some positive developments in the future
supply of the overweighed shipping segment. According
to DNB Markets, an affiliate of the largest bank of
Norway, the global fleet of dry bulk carriers is bound to
expand in 2014, but at the slowest pace in a decade.
According to DNB analysts, quoted by Bloomberg, the
dry bulk fleet will swell by 5 percent in 2014, down from 7
percent this year. Ton-mile demand, calculated by
multiplying cargo size and voyage length, will rise 10
percent in 2013, outpacing fleet growth for the first time
in six years, they said. “We argue that optimism is slowly
returning to the market, and that the bottom is behind
us,” the analysts said.
At a similar week in 2012, demolition activity was down
by 16.6%, in terms of the reported number of
transactions, when 20 vessels had been reported for
scrap of total deadweight 1,323,154 tons with bulk
carriers winning 65% share of the total demolition
transactions. India and Bangladesh had been offering
$440 - $445 / ldt for dry and $465 / ldt for wet cargo",
G o l d e n D e s t i n y c o n c l u d e d .
(www.hellenicshippingnews.com)
In the meantime, demolition activity is crucial for
offsetting part of this oversupply. According to the latest
weekly report from shipbroker Golden Destiny, in the
demolition market, "India is still dominating with China
being out of the game and Bangladesh winning soft
business, while Pakistan is trying hard to compete with
Alang ship breakers. Pakistan paid $450/ldt for a storage
tanker in the last week of May, 2013, with 250 tons
bunkers. In India, container vessels are still grasping firm
price levels. In the bulk carrier segment, capsize vessel
was headed for disposal in Bangladesh with
approximately 2,000tons bunkers remaining on board"
the report said.
A five point improvement has saved the key Baltic
Exchange dry cargo index from dropping below the 800
mark.
It added that "overall, the price sentiment and scrapping
appetite is subdued with political turmoil and upcoming
budgets or monsoon season affecting the volume of
business and price levels offered in the Indian
subcontinent region. Bangladesh and Pakistan are
underway of elections with new budgets announced on
June 10th and June 6th respectively and expectations for
After reaching a three month low yesterday the Baltic
Dry Index (BDI) gained five points on 06.06.2013
A slight recovery in capesize rates coupled with
resilience at the smaller end of the bulk carrier market
prevented the BDI falling below the the psychological
threshold of 800. The upturn in the BDI may also have
31
Trend Report
been assisted by a few recent positive comments that the
dry market may have bottomed out.
handysize bulk carrier KRYM (7,215 LDT) was sold into
Turkey, for a very firm USD 303/MTLDT for delivery
Aliaga.
But the BDI recovering to 806 is a relatively modest
improvement and it remains to be seen if the uptick
continues. ( http://www.tradewindsnews.com/06 June
2013)
GMS demo rankings for the week are as below:
(Source: GSM Weekly June 21, 2013, Volume 131, Issue 573, Week 25)
Demo
Ranking
Global Scenario
As the dust starts to settle on a tumultuous last few
weeks in the ship recycling markets of the Indian subcontinent, many are hoping that the worst is over (in
terms of declining sentiment and prices). Unfortunately,
the reality (especially in India) remains far from the highs
of first quarter of 2013. The Indian Rupee has spent much
of the last 2 weeks trading between the 58s and (high)
59s against the U.S. Dollar, during a period, that has seen
the value of existing ships and inventories plummet by
7% - 8%, due to the currency alone.
1
2
3
4
Pakistan
Bangladesh
India
China
Market
Sentiment
Cautious
Weak
Weak
Weak
GEN Cargo
Prices
USD 400/lt ldt.
USD 395/lt ldt.
USD 390/lt ldt.
USD 310/lt ldt.
Tanker
Prices
USD 430/lt ldt.
USD 425/lt ldt.
USD 420/lt ldt.
USD 320/lt ldt.
Domestic Market
Alang ship breakers cruise along amid slowdown
A slump in global shipping, reflected in the falling Baltic
index (a freight indicator), is translating into brisk
business for Gujarat's coastal town of Alang which has
become synonymous with ship-breaking. Alang, which
receives one out of every two ships destined for
breaking, has retained the top slot amid stiff competition
from Pakistan, Bangladesh and China. With freight rates
dropping 98% in less than six months of the peak
shipping period, Alang is expected to surpass the 435
ships demolished in 2011-12.
There still remains a great deal of reluctance to offer in
India, until the Rupee makes some sort of recovery,
particularly with the local steel prices fluctuating wildly
this week, in addition to the ongoing monsoon season,
which has been relentless for the most part. For that
reason, very few / new offers remain forthcoming, and
cash buyers are struggling to offload their recently
acquired expensive inventory.
"Last year, over 40 million dead weight tonnage (DWT)
was scrapped. Nearly 55 million DWT of the global
tonnage will be sold this year at a value of about $5
million. This will yield approximately 15 million tons of
steel. Countries such as Bangladesh meet half their steel
demand from the scrap industry. We expect that the
demolition business will peak this year and continue to
be good until 2015," said Daniel Chopra, MD, Doehle
Danautic India (DDI), the largest managers of ship
breakers in India. The company handled 131 of the 435
vessels that were scrapped in India in FY12.
As India struggles to emerge from its crisis, neighbors
Pakistan and Bangladesh are trying to bask in the glow of
their (respective) post-budget optimism, still hoping to
grab a bargain or two off the coattails of India's decline.
The facts are that the results of both budgets have
brought about no NET increase in prices / offers for ships
(despite some heightened fears, particularly in Pakistan).
This means that buying should continue at the levels of
one month ago. However, a combination of the
monsoon season, withering appetite, and volatile steel
plate prices, has seen a complete softening of levels
across the sub-continent.
Rating agency CRISIL estimates that of the 180 million
gross tonnage of global shipping capacities that are
more than 20 years old, around 55 million will be
scrapped in two years. In the last three years, the
revenues of 52 CRISIL-rated ship breakers (constituting
46% of the ship breaking industry in India) increased at a
compounded annual growth rate of 46%, helping these
players nearly double their net worth.
Political instability is still at the forefront of the agendas
in both Pakistan and Bangladesh, with neither market
willing to forge ahead with their buying, whilst India
remains painfully subdued. Of equal worry, is the
previously bullish China market, which has suffered one
almighty collapse over the past few months – something
that is seeing the majority of tonnage positioned in the
East redirected towards sub-continent markets.
According to an industry estimate, over 100 ship
breaking companies are active in Alang and the turnover
of the industry is about $2 billion (Rs 11,000 crore) per
year with 50,000 workers directly employed.
Finally, another sale of note has become known, as the
Country
32
Trend Report
"Efficiencies of scale and strong growth opportunities
will strengthen the business risk profiles of India's ship
breakers. However, the sector will remain vulnerable to
key risks such as environmental concerns, economic
cycles, sharp movements in scrap steel prices, and
fluctuations in forex rates," Manish Gupta, head, CRISIL
Ratings, said.
said, adding that he only expected to see increased
buying in August, one month before the rains stop.
Summer is traditionally a period of strong demand for
billet, as increased construction activity usually sees a
rise in demand for rebar and billet, a third official said.
“This summer has not been good in either high volumes
or high prices,” he said. “If this is the price in summer, one
wonders where the prices will be during the rainy
th
season.” (www.steelfirst.com, Mumbai 28 May 2013).
According to the Ship Recycling Industries Association,
the Alang yard produced 3,68,70,973 tonnes of steel by
dismantling 5,508 ships between 1983 and 2011. In
2011-2012, Alang produced 38,56,071 tonnes of steel ,
or about 2% of the annual steel demand. (Source: The
Times of India)
Domestic Scrap prices as on date: 24-06-2013
Indian domestic billet prices fall in weak market
Indian domestic billet prices have fallen by Rs300 ($5)
per tonne on subdued buying as participants anticipate
further price falls.
Transactions for billet were in the range of Rs28,00028,100 ($500-501) per tonne on Monday May 27
compared with Rs28,300 -28,400 ($505-507) per tonne a
week ago.
Buying activity has been thin as finished product makers
such as wire rod and rebar mills are holding off
purchases, waiting for prices to bottom out, one market
participant said.
“The general expectation in the market is that prices will
fall further, re-rollers will start buying once they feel
prices have stabilised,” an official from a billet mill in
Central India told Steel First.
HMS 80:20
BHIWADI
25900#
JALNA
26400#
JAMSHEDPUR
27500#
KANDLA
22400++
ALANG
23100++
LUDHIANA
-
KOLKATA
26500#
CHENNAI
22800++
MUMBAI
22800-900++
HYDERABAD
23200++
DURGAPUR
27200#
RAIPUR
23400++
GHAZIABAD
-
MANDI GOBINDGARH
27700+
VIZAG
22500++
++Basic Prices; ED & taxes Extra. #Including excise and taxes
BHIWADI Prices: HMS1 & EC. *Next day payment
Billet prices have fallen by almost Rs600 ($11)per tonne
over last two week of May.
Bhavnagar prices as on date: 24-06-2013
“Wire rod and rebar mills are buying very limited
quantities, just to meet their immediate requirements.
They are not building stocks,” the official said.
Size
Once re-stocking starts, prices may pick up again, the
official added. However he noted that once the rainy
season gets underway, demand for rebar will fall, and
with it, billet demand and prices.
Demand from secondary markets is almost non-existent,
which is also weakening sentiment, an official from
another billet mill said.
“I think traders will stay out of this market for some time
and demand for billet will continue to be weak as the
monsoon season is nearly upon us,” the second official
Prize / Size
Place
Prize
4 ANE(6-8MM)
24300-400
6 ANE(9-11MM)
25300-400
8 ANE(12-14MM)
26000-100
10 ANE(15-18MM)
26500-600
12 ANE(19-22MM)
26800-900
1 INCH
27000
1-2 KG
23500
2-5 KG
25300
5-10 KG
25900-26000
ALANG SCRAP
23100
(Source: SteelMint 24/06/2013)
33
AB ISO 9001: 2008
CERTIFIED COMPANY
G. N. Ship Breakers
(An ISO 9001:2008, 14001:2004, 18001:2007, 30000:2009 Certified Firm)
ICS
Reg. No. : RQ91/4074
Works : Plot No. 127, SBY, Sosiya
e-mail ID : [email protected]
IS: 2062
CM/L-3952676
Aggarwal Industries
L. G. Industries
(Rolling Mill)
(Rolling Mill)
Manufacturer of M.S. Angle, M.S. Flat, M.S. Round & Square
Corporate Office :
Telefax :
Email ID :
Contact Person :
B-204, Leela Efcee, Nr. Aksharwadi, Waghawadi Road, Bhavnagar- 364002
(0278) 3005801, (0278) 3005804
[email protected]
Sanjiv Jain + 91-9825205066
RSK INDUSTRIES PVT. LTD.
BIS CERTIFIED MANUFACTURERS OF MS BILLETS & TMT BARS
AN ISO 9001-2008 CERTIFIED CO.
Office
Works
Phone
E-mail
:
:
:
:
D-250, Kalvibid, Ramnagar, Bhavnagar
171, Vill. Ghanghali, Sihor, Dist. Bhavnagar
+91 - 278 - 2565170 , Fax : +91 - 278 - 3005570
[email protected]
News and Updates
Merger makes JSW Steel India's largest steel
manufacturer
The company also successfully implemented its 3
million-tpy brownfield expansion at Jamshedpur,
which increased its total capacity to 10 million tpy, it
added.
(www.steelfirst.com, Mumbai 04 June 2013)
JSW Steel became India's largest steel manufacturer
on June 1 following the completion of its merger
with JSW Ispat.
“Despite weakening market conditions in the past
year, the Indian operations posted a strong growth
in production and deliveries,” Tata Steel md HM
Nerurkar said.
Following the merger, JSW Steel has production
capacity totaling 14.3 million tpy, overtaking Steel
Authority of India (Sail), which has capacity of 14
million tpy.
“The brownfield expansion is now fully ramped up
and we are committed to commissioning the
greenfield plant in Orissa on schedule,” he added.
“The South-east Asian operations have performed
well with improving demand, product
differentiation, efficiency improvement and
restructuring measures.”
The merger gained high court approval in May.
Shareholders in JSW Ispat will get one JSW Steel
share for every 72 shares they hold.
The owners of JSW Steel, the OP Jindal Group, will
hold a little over 35% in JSW Ispat, compared with a
41% stake before the merger, while the proportion
held by JFE Steel, Japan's second-largest steelmaker,
will come down to 14.92%. The balance is held by
financial institutions and the public.
New ship-breaking code firms up safety at Alang
shipyard (Source: The Indian Express, Ahmedabad, May 03
2013)
Based on a 2007 Supreme Court ruling, the Union
Ministry of Steel has issued a new indigenous code
for ship breaking to be followed in India.
In December 2010, JSW Steel invested $388 million
in Ispat Ltd and became its largest shareholder. It
renamed the company JSW Ispat.
The new ship breaking code does not make any
reference to the Basel Convention, an international
agreement ratified by India.
JSW Ispat owns two manufacturing units – a 3.3
million-tpy integrated steel plant in Dolvi, and a
300,000-tpy downstream unit at Kalmeshwar.
Last year, the Supreme Court had ruled that
"authorities shall strictly comply with the norms laid
down in the Basel Convention or any other
subsequent provisions that may be adopted by the
Central Government in aid of a clean and pollutionfree maritime environment" before allowing end-oflife ships to beach for dismantling.
Tata Steel India deliveries up by 13% in 2012-13
(www.steelfirst.com, Mumbai 28 May 2013)
Tata Steel of India delivered 12.8% more steel in the
year ended March 31, 2013, than in the year before,
it has announced.
The SC judgment was in regard to the disputed
entry of the former oil tanker Exxon Valdez at AlangSosiya Ship Recycling Yard (ASSRY) last year. The
vessel was involved in the infamous March 1989 oil
spill when an estimated 2.5 lakh barrels of oil
eventually contaminated almost 26,000 sq kms of
open ocean and 2,414 kms of Alaska's shoreline.
The company delivered 7.48 million tonnes over the
period, compared with 6.63 million tonnes in the
2011-12 financial year.
During the period, Tata Steel India's earnings before
interest, taxes, depreciation and amortisation
(Ebitda) increased by 1% to $2.09 billion, compared
with $2.07 billion earned in the previous year.
While the SC allowed the ship to beach, its judgment
led to some confusion among local authorities and
traders at ASSRY, considered the world's largest
Steel production during the 2012-13 year was 7.94
million tonnes, the company said.
35
News and Updates
ship-recycling yard. They halted buying end-of-life
ships and left several stranded off-shore for several
weeks until the Union Ministry of Environment and
Forests finally issued a clarification saying the 2007
SC guidelines and not Basel would be followed.
Traffic at GMB ports grew by 13%
in year 2012-13 (BS Reporter| Mumbai/ Ahmedabad
April 4, 2013)
GMB also increased its traffic handling capacity
to 366 MT from 323 MMT by adding 43MMT in
the year 2012-13
The Gujarat Maritime Board (GMB) has recorded 13
per cent increase in traffic at the 41 non-major ports
under it for the year 2012-13.
Under the more than two-decades-old Basel
Convention of Trans-boundary Movement of
Hazardous Wastes, end-of-life ships can be
classified as "waste" and their movement restricted
by provisions such as "written notification by the
state of export to... the states of import and transit",
"a reporting system for ships destined for recycling"
and prior decontamination.
According to an official release by GMB, the traffic at
all its ports reached 293 MMT (million metric tonne)
for year ending March 31, 2013, from 259 MMT in
2011-12 registering a growth of 13 per cent over the
previous year.
Activists have in the past used the convention's
provisions to try and block such ships from entering
India for dismantling.
The release further claimed that during the same
period traffic at major ports declined by 2.6 per cent.
The Steel Ministry's new code, issued earlier this
month and expected to be published in the Gazette
of India soon, does not specify any mechanism for
such prior notification except for the ship to notify
the Indian Coast Guard or Maritime Rescue
Coordination Centre (MRCC) once it enters Indian
waters and is headed for a recycling yard.
GMB has also increased its traffic handling capacity
to 366 MT from 323 MMT by adding 43MMT in the
year 2012-13. In addition to the traffic and capacity,
GMB has contributed to other initiatives which
include operationalizing of VTMS (vessel traffic
management system) in Gulf of Kutch, cable staid
bridge connecting Bhavnagar to Bhal region, 108
emergency ambulance service at Alang Ship
Recycling Yard.
While the Basel convention also asks for prior
decontamination of hazardous wastes from
onboard end-of-life ships, the new code specifies
that decontamination of non-loose forms of such
wastes should be done after the beaching process
and disposed of properly before dismantling
begins. Non-loose waste refers to materials such as
asbestos and PCBs which were earlier used as
insulating material in engine chambers.
GMB also participated in the 6th edition of Vibrant
Gujarat Summit in January this year facilitating
private investment for opportunities in Ports sector.
D u r i n g t h e e v e n t 6 3 m e m o r a n d u m of
understanding (MoUs)) for the investment in port
sector were signed.
Loose hazardous wastes, however, continue to be
disallowed as the new code broadly follows rules
drawn up after a 2007 Supreme Court ruling on
ship-recycling, albeit with a few modifications and
some greater detail on certain issues.
In ship recycling sector, 394 ships were recycled at
one of the world's biggest ship breaking yards Alang
in 2012-13. About 3.85 million tons of steel was
extracted from the ships during the same financial
year.
On reporting waste inventory, the new code instead
refers to the International Maritime Organization's
Hong Kong Convention for the Safe and
Environmentally Sound Recycling of Ships, 2009,
which is still awaiting ratification.
GMB celebrated its 32nd Foundation Day on April 5,
at its headquarters in Gandhinagar. On this day in
1982 GMB was constituted with the intention to
develop State-owned ports.
36
Beaching Report
Summary of Total Tonnage Beached of the corresponding year
2012-2013
Month
2013-2014
No. of
Vessels
Total Tonnage
(MT)
No. of
Vessels
Total Tonnage
(MT)
April
48
455,512.00
31
304,463.69
May
27
263,662.00
34
328,255.47
June
22
211,050.00
12 (up to15/06/13)
169,458.00
Total
97
930,224.00
77
802,177.16
Total Tonnage beached in the Previous Year (2012-13)= 3847727.01
Total No of Vessels beached in the Previous Year= 394
Vessels awaiting beaching as on 15th June, 2013
Plot
Vessel Name
Type
V-1
Chattopadhyay
Container
019
Gokhan Kiran
Bulk Carrier
LDT
Arrival
Boarding
1st / 2nd
14,902.00
11.06.2013
Yes / Yes
9,594.00
15.06.2013
Yes / No.
TOTAL : LDT – 24,496.00 MT / VESSELS – 02 (Two)
37
Tide Time Table
Bhavnagar Port Tide Table
JULY - 2013
LAT 21" 45" N
High Tide
Date
Time
Mt.
Low Tide
Ft.
Time
Mt.
LONG 72" 14" E
High Tide
Ft.
Date
Time
Mt.
Low Tide
Ft.
Time
Mt.
Ft.
04:56 02.35 07.71
Wed
11:05 09.26 30.39
23:09 08.47 27.79
02.55 08.37
18
12:21 09.52 31.24
06:01 02.37 07.78
19:22
03.83 12.57
Thu
3 00:48 08.12 26.64
07:26
02.77 09.09
Wed 13:49 09.40 30.85
20:30
03.76 12.34
4 01:53 07.96 26.12
08:21
02.83 09.29
Thu 14:39 09.62 31.57
21:29
03.53 11.58
5 02:47 08.00 26.25
09:15
02.74 08.99
Fri 15:21 09.84 32.29
22:16
03.22 10.57
6 03:32 08.16 26.78
10:02
02.54 08.33
Sat 16:00 10.03 32.91
22:58
02.90 09.52
7 04:13 08.39 27.53
10:43
02.30 07.55
Sun 16:36 10.19 33.44
23:33
02.63 08.63
8 04:47 08.62 28.29
11:21
02.09 06.86
Tue 17:11 11.53 37.83
24 05:31 10.18 33.40
Wed 17:55 11.51 37.77
25 06:21 10.31 33.83
12:40 00.61 02.00
Thu 18:40 11.30 37.08
26 07:09 10.28 33.73
13:23 00.78 02.56
Fri 19:22 10.90 35.77
27 07:59 10.10 33.14
14:04 01.16 03.81
14:44 01.70 05.58
20:53 09.69 31.80
09:44 09.47 31.07
15:27 02.36 07.74
21:43 08.96 29.40
10:44 09.14 29.99
16:16 03.08 10.11
22:46 08.26 27.10
11:54 08.95 29.37
17:20 03.72 12.21
1 11:38 09.18 30.12
05:31
02.21 07.25
17
Mon 23:35 08.54 28.02
16:05
03.63 11.91
2 12:48 09.22 30.25
06:28
Tue
Mon 17:09 10.31 33.83
19:07 03.66 12.01
00:31 08.36 27.43
Fri 13:33 09.98 32.75
20 01:48 08.58 28.15
07:18 02.18 07.15
Sat 14:35 10.52 34.52
21 02:52 09.01 29.57
21:35 02.68 08.79
Sun 15:32 11.00 36.10
22 03:50 09.48 31.11
22:38 02.12 06.96
Mon 16:23 11.36 37.28
23 04:42 09.90 32.49
23:37 01.64 05.38
19
9 05:20 08.82 28.94
00:06
02.42 07.94
Tue 17:41 10.37 34.03
11:54
01.98 06.50
10 05:53 08.95 29.37
00:40
02.28 07.48
Wed 18:12 10.36 34.00
12:26
01.98 06.50
11 06:25 09.01 29.57
01:15
02.18 07.15
Thu 18:43 10.29 33.77
12:59
02.10 06.89
12 07:01 09.04 29.66
01:51
02.10 06.89
Sat 20:07 10.36 34.00
28 08:49 09.82 32.22
Fri 19:15 10.14 33.27
13:33
02.30 07.55
Sun
13 07:40 09.07 29.76
02:25
02.04 06.69
29
Sat 19:49 09.93 32.58
14:10
02.55 08.37
Mon
14 08:22 09.09 29.83
02:57
02.02 06.63
30
Sun 20:25 09.64 31.63
14:50
02.86 09.38
Tue
15 09:07 09.13 29.96
03:29
02.08 06.83
31
Mon 21:09 09.26 30.39
15:35
03.22 10.57
Wed
16 10:00 09.17 30.09
04:07
02.20 07.22
Tue 22:01 08.83 28.97
16:30
03.57 11.71
MARK
17:43 03.78 12.40
20:25 03.23 10.60
08:34 01.80 05.91
09:47 01.34 04.40
10:51 00.93 03.05
11:50 00.67 02.20
00:32 01.28 04.20
01:23 01.06 03.48
02:09 00.97 03.18
02:50 01.04 03.41
03:28 01.28 04.20
04:03 01.72 05.64
04:44 02.30 07.55
05:34 02.90 09.52
18:39 04.06 13.32
BEACHING TIDE
For Information, Above Tide Timings are for Bhavnagar Port (Concrete Jetty),
Therefore, Please Deduct 45 Minutes (About) to Get Tide Timings for "ALANG"
38
Tide Time Table
AUGUST - 2013
LAT 21" 45" N
High Tide
Date
Time
Mt.
Low Tide
Ft.
Time
Mt.
High Tide
Ft.
Date
1
00:04 07.77 25.50
06:36
03.32 10.89
Thu
13:06 08.99 29.50
19:57
04.01 13.16
2
01:21 07.63 25.04
07:41
03.43 11.26
Fri
14:09 09.19 30.16
21:00
03.71 12.17
3
02:21 07.77 25.50
08:41
03.26 10.70
Sat
14:53 09.46 31.04
21:50
03.29 10.80
4
03:10 08.06 26.45
09:34
02.90 09.52
Sun
15:35 09.73 31.93
22:31
02.86 09.38
5
03:52 08.42 27.63
10:21
02.46 08.07
Mon 16:12 09.98 32.75
23:07
02.49 08.17
04:27 08.78 28.81
11:01
02.08 06.83
Tue 16:46 10.17 33.37
23:41
02.21 07.25
04:59 09.09 29.83
11:37
01.84 06.04
6
7
LONG 72" 14" E
Wed 17:16 10.29 33.77
Time
Mt.
Low Tide
Ft.
Time
Mt.
Ft.
17 00:18 08.20 26.91
Sat 13:15 09.78 32.09
06:56 02.42 07.94
18 01:41 08.50 27.89
Sun 14:22 10.25 33.63
08:20 02.06 06.76
19 02:48 09.05 29.70
Mon 15:19 10.72 35.18
09:34 01.53 05.02
20 03:44 09.63 31.60
Tue 16:10 11.05 36.26
10:40 01.04 03.41
21 04:34 10.14 33.27
Wed 16:54 11.20 36.75
11:36 00.72 02.36
22 05:20 10.48 34.39
Thu 17:35 11.16 36.62
00:14 01.01 03.31
23 06:05 10.63 34.88
Fri 18:16 10.93 35.87
01:01 00.85 02.79
24 06:47 10.58 34.72
Sat 18:54 10.53 34.55
01:43 00.83 02.72
25 07:29 10.37 34.03
Sun 19:33 10.01 32.85
02:19 00.97 03.18
26 08:12 10.01 32.85
Mon 20:15 09.39 30.81
02:51 01.29 04.23
27 08:56 09.58 31.44
Tue 21:02 08.72 28.61
03:21 01.80 05.91
28 09:46 09.12 29.93
Wed 21:59 08.06 26.45
03:51 02.47 08.11
04:33 03.21 10.53
20:15 03.08 10.11
21:23 02.46 08.07
22:25 01.84 06.04
23:22 01.35 04.43
12:24 00.66 02.17
13:07 00.82 02.69
05:29 09.33 30.62
00:16
02.00 06.56
Thu 17:46 10.33 33.90
12:11
01.75 05.74
06:01 09.50 31.17
00:53
01.84 06.04
Fri 18:15 10.28 33.73
12:45
01.79 05.87
06:34 09.60 31.50
01:29
01.69 05.55
Sat 18:45 10.16 33.34
13:18
01.93 06.33
07:11 09.67 31.73
02:03
01.57 05.15
Sun 19:18 09.97 32.72
13:53
02.13 06.99
12
07:50 09.70 31.83
02:35
01.51 04.95
Mon
19:55 09.68 31.76
14:31
02.40 07.88
13
08:35 09.66 31.70
03:06
01.59 05.22
Tue
20:38 09.28 30.45
15:15
02.76 09.06
29 10:50 08.74 28.68
Thu 23:17 07.58 24.87
14
09:28 09.55 31.34
03:42
01.82 05.97
30 12:09 08.59 28.19
05:36 03.80 12.47
Wed
21:34 08.78 28.81
16:07
03.18 010.43
Fri
19:14 04.10 13.45
15
10:32 09.43 30.94
04:28
02.15 07.06
06:58 03.98 13.06
Thu
22:47 08.33 27.33
17:18
03.52 11.55
31 00:44 07.47 24.51
Sat 13:21 08.72 28.61
16
11:53 09.46 31.04
05:32
02.43 07.97
18:47
03.51 11.52
8
9
10
11
Fri
MARK
13:44 01.18 03.87
14:20 01.68 05.51
14:57 02.28 07.48
15:38 02.94 09.65
16:29 03.60 11.81
17:43 04.07 13.36
20:23 03.76 12.34
BEACHING TIDE
39
Tide Time Table
SEPTEMBER - 2013
LAT 21" 45" N
High Tide
Date
Time
Mt.
Low Tide
Ft.
Time
Mt.
High Tide
Ft.
Date
1
01:52 07.70 25.27
08:09
03.72 12.21
Sun
14:18 09.01 29.57
21:15
03.28 10.76
2
02:45 08.10 26.58
09:06
03.20 10.50
Mon
15:06 09.35 30.68
21:56
02.77 09.09
3
03:27 08.58 28.15
09:55
02.62 08.60
Tue
15:43 09.67 31.73
22:35
02.32 07.61
4
04:01 09.04 29.66
10:37
02.11 06.92
Wed 16:17 09.92 32.55
23:12
01.95 06.40
04:33 09.46 31.04
11:16
01.77 05.81
Thu 16:47 10.09 33.11
23:49
01.66 05.45
6 05:04 09.80 32.16
11:53
01.59 05.22
5
LONG 72" 14" E
Fri 17:16 10.17 33.37
Time
Mt.
Low Tide
Ft.
18 03:38 09.88 32.42
Wed 15:53 10.53 34.55
10:25 01.26 04.13
19 04:23 10.38 34.06
Thu 16:34 10.62 34.85
11:17 00.99 03.25
20 05:05 10.70 35.11
Fri 17:13 10.56 34.65
12:04 00.94 03.08
21 05:45 10.82 35.50
Sat 17:50 10.34 33.93
00:32 00.80 02.63
22 06:23 10.74 35.24
Sun 18:28 10.00 32.81
01:09 00.88 02.89
23 07:00 10.50 34.45
Mon 19:05 09.56 31.37
01:41 01.10 03.61
24 07:36 10.15 33.31
Tue 19:43 09.05 29.70
02:08 01.46 04.79
25 08:16 09.72 31.90
Wed 20:26 08.51 27.92
02:34 01.97 06.46
26 08:56 09.24 30.32
Thu 21:21 07.97 26.15
03:02 02.61 08.56
27 09:48 08.76 28.75
Fri 22:30 07.55 24.77
03:38 03.34 10.96
04:33 04.00 13.13
05:59 04.34 14.24
01.44 04.73
Sat 17:46 10.15 33.31
12:29
01.56 05.12
8 06:09 10.21 33.50
01:04
01.26 04.13
Sun 18:18 10.05 32.98
13:05
01.63 05.35
9 06:45 10.29 33.77
01:38
01.15 03.77
Mon 18:52 09.86 32.35
13:41
01.77 05.81
10 07:26 10.26 33.67
02:11
01.14 03.74
19:33 09.56 31.37
14:18
02.01 06.60
11 08:11 10.12 33.21
02:44
01.31 04.30
Wed
20:21 09.14 29.99
15:01
02.36 07.74
12
09:04 09.84 32.29
03:22
01.67 05.48
Thu
21:22 08.65 28.38
15:53
02.80 09.19
28 11:00 08.41 27.60
Sat 23:58 07.45 24.45
13
10:10 09.52 31.24
04:12
02.17 07.12
29 12:23 08.36 27.43
Fri
22:42 08.24 27.04
17:02
03.18 10.43
14
11:34 09.35 30.68
05:19
02.61 08.56
18:33
03.21 10.53
15
00:18 08.21 26.94
06:49
02.69 08.83
Sun
13:00 09.51 31.21
20:00
02.76 09.06
16
01:40 08.64 28.35
08:13
02.30 07.55
Mon 14:10 09.89 32.45
21:09
02.13 06.99
MARK
22:07 01.55 05.09
23:01 01.13 03.71
23:49 00.88 02.89
12:45 01.09 03.58
13:22 01.38 04.53
13:55 01.76 05.78
14:28 02.21 07.25
15:02 02.73 08.96
15:43 03.29 10.80
16:38 03.81 12.50
18:08 04.03 13.22
19:29 03.79 12.44
Sun
30 01:13 07.72 25.33
Mon 13:31 08.56 28.09
07:27 04.11 13.49
20:25 03.30 10.83
BEACHING TIDE
40
Ft.
09:24 01.74 05.71
00:27
Sat
Mt.
17 02:45 09.26 30.39
Tue 15:06 10.26 33.67
7 05:35 10.05 32.98
Tue
Time
ICS
ISO 30000:2009 NO. IND12.7017
ISO 14001 : 2004 REG. NO. RE91/5205
OHSAS 18001 : 1999/REG NO. RE91/5206
M
MAHAVIR SHIP BREAKERS
Office : Plot No. 601/B, Ground Floor, Sir Pattani Road, Opp. Shiv Shakti Hall, BHAVNAGAR - 1
Ph. 0278 - 2516104, Fax : 0278 - 2430682
Works : Pot No. 18, Alang Ship Breaking Yard, P.O. ALANG - 364081, Dist. Bhavnagar
Tele/Fax : 02842-235303
E-mail : [email protected]
Miscellaneous
Quote
Test your G. K. - Quiz Section
“What lies behind us and what lies before us are tiny
matters compared to what lies within us.”
- Henry Stanley Haskins.
1.
Which Car maker used the tagline, “Because the race to
perfection has no finish line”?
(A) Mercedes Benz
(B) Aston Martin
(C) Audi
(D) Opel
2. Which product was “The Mint with the Hole”
(A) Polo
(B) Mentos
(C) Alpenliebe
(D) Rola Cola
3. How did Pepsi gets its name?
(A) It was peppermint flavoured
(B) The founding member's dog's name was Pepsi
(C) It gave you a peppy feeling
(D) It claimed to contain pepsin initially.
4. Under which of the following factoring arrangements
does the factor not make any prepayment to the client?
(A) Recourse factoring
(B) Invoice discounting
(C) Maturity factoring
(D) Non-recourse factoring
5. On which riverbank is Goa located?
(A) Ganga
(B) Mandovi
(C) Gomati
(D) Sabarmati
6. Name the annual fair of Rajasthan that is famous for its
camel trading event...?
(A) Sonepur Mela
(B) Suraj Kund Mela
(C) Kumbha Mela
(D) Pushkar Mela
7. Which of the following is spontaneous source of financing
current assets?
(A) Note lending
(B) Trade credit
(C) Cash Credit
(D) Letter of Credit
8. Who co-founded Hotmail in 1996 and then sold the
company to Microsoft?
(A) Sabeer Bhatia
(B) Ray Tomlinson
(C) Ada Byron Lovelace
(D) Shawn Fanning
9. Where is the headquarters of Microsoft located?
(A) Redmond, Washington (B) Santa Clara, California
(C) Richmond, Virginia
(D) Tucson, Arizona
10. As announced on 23rd April 2013, which bank has
launched a prepaid card "Smart Payout Card" targeted at
students and blue collar employees?
(A) Punjab National Bank (B) UCO Bank
(C) State Bank of India
(D) Syndicate Bank
Knowledge Point
• A cluster of bananas is called a hand and consists of
10 to 20 bananas, which are known as fingers.
• A cockroach's favorite food is the glue on the back of
stamps.
• A cow gives nearly 200,000 glasses of milk in her
lifetime.
• A diamond will not dissolve in acid. The only thing
that can destroy it is intense heat.
• A female mackerel lays about 500,000 eggs at one
time.
• A fingernail or toenail takes about 6 months to grow
from base to tip.
• A fish's memory span is 3 seconds.
• A fly always jumps backwards for a quick getaway
when you try to hit it.
• A fly hums in the middle octave, key F.
• A full moon is nine times brighter than a half-moon.
• A full-grown bear can run as fast as a horse.
Joke
Height of addiction:
In a college form, when asked
about the "permanent address",
A student wrote
"www.facebook.com"!
Answers:
1.(A) 2. (A) 3.(D) 4.(C) 5.(B) 6.(D) 7.(B) 8.(A) 9.(B) 10.(C)
Your suggestions and ideas are
invaluable as we seek to produce
subsequent issues of this magazine that
continues to inform and benefit our
readers. Please send your comments
and/or questions about this magazine to
[email protected]
Disclaimer: All material that appears in this edition is printed at the discretion of
the publishers, but does not necessarily reflect the opinions of the publishers.
We endeavor to maintain a high standard of credibility in the quality of articles
published and our articles are intended as informed contributions to people
seeking to pursue a rich and rewarding experience in business. Readers are
advised to always use their discretion in using any product, service or approach
either advertised or written about in this magazine. SRIA doesn't own any
responsibility in any capacity.
42

Alang - Ship Recycling Industries Association India

Transcription

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