Each ship type is to a high degree built with particular products, service functions and trade patterns in mind. This is to make the performance of services and the transport of products on the individual trade lanes as efficient as possible.
The major product groups are liquid bulk , dry bulk , containers , vehicles and passengers. In addition there are a large number of vessels which perform services rather than transporting products. The principal types of merchant vessels belong to the groups of tanker vessels, dry bulk vessels, container ships, Ro-Ro vessels. Apart from passenger and cruise vessels, offshore vessels and the principal groups of merchant vessels, there are a great number of lesser known vessel groups. These include e.g. heavy lift vessels, floating cranes, livestock carriers, multi-purpose vessels, fishing vessels, icebreakers, dredgers, tugs and pilot/rescue vessels.
Friday, September 5, 2008
Tanker Ship
The most common tanker ships are the crude oil tankers and the product tankers, which carry crude oil and refined oil products, respectively. In addition there are chemical tankers, gas tankers (LPG and LNG) along with numerous other lesser known tanker types.
The common denominator for all tankers is that they carry liquid substances in large bulk quantities.
Depending on ship type they may be able to carry other liquids than the ones the ship type is specifically build for. Thus there is a much larger substitution within the group of tankers than e.g. between the group of tankers and the group of dry bulk ships. This implies that the earnings are highly correlated between the different tanker types and segments.
For instance the product tanker may carry crude oil but the crude oil tanker cannot necessarily carry refined oil products since these oil products may require the tanks to be coated which the tanks of the crude oil tanker are not.
The chemical tanker may carry oil products but the product tankers cannot carry chemicals since these chemical products require special storage facilities and security procedures.
The LPG tanker may carry clean petroleum products but the product tanker can not carry liquefied gasses.
The substitution among tankers is to some extent constrained by the vetting procedure of the oil companies and by the costs of cleaning the tanks when changing the type of liquid carried in the tanks. Thus the tankers do sometimes change employment pattern, but only when the difference in freight rates is great enough to cover the costs associated with the chang
The common denominator for all tankers is that they carry liquid substances in large bulk quantities.
Depending on ship type they may be able to carry other liquids than the ones the ship type is specifically build for. Thus there is a much larger substitution within the group of tankers than e.g. between the group of tankers and the group of dry bulk ships. This implies that the earnings are highly correlated between the different tanker types and segments.
For instance the product tanker may carry crude oil but the crude oil tanker cannot necessarily carry refined oil products since these oil products may require the tanks to be coated which the tanks of the crude oil tanker are not.
The chemical tanker may carry oil products but the product tankers cannot carry chemicals since these chemical products require special storage facilities and security procedures.
The LPG tanker may carry clean petroleum products but the product tanker can not carry liquefied gasses.
The substitution among tankers is to some extent constrained by the vetting procedure of the oil companies and by the costs of cleaning the tanks when changing the type of liquid carried in the tanks. Thus the tankers do sometimes change employment pattern, but only when the difference in freight rates is great enough to cover the costs associated with the chang
Dry Bulk Carrier
Dry bulk carriers transport large volume cargoes in ship loads. Major dry bulk commodities consist of industrial raw materials including iron ore, coal, grain, bauxite and alumina. Minor bulks such as soya beans/meal, steel products, phosphate rocks and sulphur also accounts for a significant part of the dry bulk trade.
Dry bulk carriers are generally designed for simplicity and cheapness. However some of the small vessels are of higher technical designs in order to trade special cargoes such as cements and rocks. These vessels are somewhat similar to multipurpose vessels in both size and design.
The ownership of dry bulk tonnage is highly dispersed compared to the ownership of crude oil tankers, chemical tankers and containerships.
The dry cargo market is a large mixture of spot arrangements, time-charter agreements and industrial shipping.
Dry bulk carriers are generally designed for simplicity and cheapness. However some of the small vessels are of higher technical designs in order to trade special cargoes such as cements and rocks. These vessels are somewhat similar to multipurpose vessels in both size and design.
The ownership of dry bulk tonnage is highly dispersed compared to the ownership of crude oil tankers, chemical tankers and containerships.
The dry cargo market is a large mixture of spot arrangements, time-charter agreements and industrial shipping.
Container Ship
The fleet of container ships is one of the fastest growing fleets of all ship types. Particularly two factors have been influential in producing the high growth in transport of container:
- Ever expanding free trade agreements and continued reductions of other barriers to trade have in particular benefited growth in commodities carried in containers.
- Products that historically used to be moved in pallets or bulk quantities are at an increasing ratio being shipped in containers instead. This include liquid chemicals, cement, corn, cars, etc..
Less visible, but nevertheless influential, is the fact that growing numbers of containers enable ever larger and faster ships with ever lower marginal costs. The lower transport costs and faster transport times enable the global trade in products, which otherwise would have been unable to trade.
- Ever expanding free trade agreements and continued reductions of other barriers to trade have in particular benefited growth in commodities carried in containers.
- Products that historically used to be moved in pallets or bulk quantities are at an increasing ratio being shipped in containers instead. This include liquid chemicals, cement, corn, cars, etc..
Less visible, but nevertheless influential, is the fact that growing numbers of containers enable ever larger and faster ships with ever lower marginal costs. The lower transport costs and faster transport times enable the global trade in products, which otherwise would have been unable to trade.
Ro-Ro Ships
Ro-Ro is the common description of vessels that transport rolling cargo (Roll-On Roll-Off). The fleet can be divided into two main segments: Pure car and truck carriers (PCC and PCTC and other Ro-Ro vessels.
Crude Oil Tankers
Crude oils are not all alike. They differ considerably in their physical properties of particularly their viscosity, sulfur content, metals content and the proportions of the various hydrocarbon fractions that can be turned into the different end products. These properties affect the ease with which the refineries can process various crude oils into the different products required by the consumers.
The refineries are interested in a crude oil for the value of the products it yields. The aim is to turn the crude oil into as much of the lighter, higher priced products and as little of the heavier, lower priced products as is cost-effectively possible. Thus the crude oils that are naturally ‘light' have a higher price than the crude oils which are naturally ‘heavy'.
The different crude oils are graded by their density or specific gravity and assigned an API gravity. The higher the API gravity the lighter the compound.
The U.S. Department of Energy labels the crude and petroleum products with a API gravity of 20 degrees or less as ‘heavy', and petroleum products with a API gravity of 40.1 degrees or greater as ‘light'. The crude and petroleum products in between 20 and 40.1 degrees are labeled as ‘intermediate'.
The EU and IMO have a slightly different definition of ‘heavy'. Their cutoff between ‘heavy' and ‘intermediate' lies at 25.7 API gravity, meaning that more crude oil types fall under the ‘heavy' definition of EU and IMO.
The IMO definition is particularly noteworthy since this is the definition that defines the products which the non-double-hull tankers are not allowed to transport as of April 2005.
The EU has already adopted stricter regulations on the carriage of heavy oils in non-double-hull tankers in EU waters.
The different crude oils are also graded by their content of sulfur. A low sulfur crude oil is ‘sweet', and a high sulfur crude oil is ‘sour'. Sulfur is a pollutant and its level in finished products is increasingly being limited in both the U.S. and the EU.
Together the two main characteristics, the API gravity and the sulfur content, are significant factors in explaining the price level and trade pattern of a particular crude oil.
The crude oil tankers are distinguished according to their size.
The size of tankers is usually measured in dwt.
The four most common crude segments are the VLCC/ULCC, Suezmax, Aframax and Panamax.
The Very Large Crude Carrier (VLCC) is only superseded in size by the Ultra Large Crude Carrier (ULCC). The number of ULCC tankers is very limited (11 ships) and has been declining.
The VLCC/ULCCs are predominantly employed on the long voyages between the Middle Eastern countries and the USA or the Asian countries. The VLCC/ULCCs are to a large degree limited from being employed on the short intra-regional voyages because the sheer size of the tanker usually prevents it from entering the small harbors with depth and length restrictions. On short haul voyages where the demand at the destination is rather limited it is much more efficient to ship small cargo sizes thus avoiding long periods of time along the quay and avoiding investing in large storage facilities at the destination.
The refineries are interested in a crude oil for the value of the products it yields. The aim is to turn the crude oil into as much of the lighter, higher priced products and as little of the heavier, lower priced products as is cost-effectively possible. Thus the crude oils that are naturally ‘light' have a higher price than the crude oils which are naturally ‘heavy'.
The different crude oils are graded by their density or specific gravity and assigned an API gravity. The higher the API gravity the lighter the compound.
The U.S. Department of Energy labels the crude and petroleum products with a API gravity of 20 degrees or less as ‘heavy', and petroleum products with a API gravity of 40.1 degrees or greater as ‘light'. The crude and petroleum products in between 20 and 40.1 degrees are labeled as ‘intermediate'.
The EU and IMO have a slightly different definition of ‘heavy'. Their cutoff between ‘heavy' and ‘intermediate' lies at 25.7 API gravity, meaning that more crude oil types fall under the ‘heavy' definition of EU and IMO.
The IMO definition is particularly noteworthy since this is the definition that defines the products which the non-double-hull tankers are not allowed to transport as of April 2005.
The EU has already adopted stricter regulations on the carriage of heavy oils in non-double-hull tankers in EU waters.
The different crude oils are also graded by their content of sulfur. A low sulfur crude oil is ‘sweet', and a high sulfur crude oil is ‘sour'. Sulfur is a pollutant and its level in finished products is increasingly being limited in both the U.S. and the EU.
Together the two main characteristics, the API gravity and the sulfur content, are significant factors in explaining the price level and trade pattern of a particular crude oil.
The crude oil tankers are distinguished according to their size.
The size of tankers is usually measured in dwt.
The four most common crude segments are the VLCC/ULCC, Suezmax, Aframax and Panamax.
The Very Large Crude Carrier (VLCC) is only superseded in size by the Ultra Large Crude Carrier (ULCC). The number of ULCC tankers is very limited (11 ships) and has been declining.
The VLCC/ULCCs are predominantly employed on the long voyages between the Middle Eastern countries and the USA or the Asian countries. The VLCC/ULCCs are to a large degree limited from being employed on the short intra-regional voyages because the sheer size of the tanker usually prevents it from entering the small harbors with depth and length restrictions. On short haul voyages where the demand at the destination is rather limited it is much more efficient to ship small cargo sizes thus avoiding long periods of time along the quay and avoiding investing in large storage facilities at the destination.
The Product Tankers
These are distinguished according to their size. The size of tankers is usually measured in dwt. The three most common product segments are the LR2-, LR1- and MR segments. The LR2 segment is the segments, which holds the largest product tankers. When carrying clean products these ships usually trade on the long voyages out of the Middle East to the Asian countries and Northern Europe. When carrying dirty products these ships usually trade on the long and medium voyages out of the Black Sea to the Mediterranean and the US and out of the Baltic and North Sea to Northern Europe and the US.
The Chemical Tanker
It’s different from the product and crude oil tankers because the liquid products transported require special handling and storage procedures. According to the degree of hazard the chemical substances are labeled with different grades.
The boundary between the product tanker and the chemical tanker is not easily defined. In general the IMO I and IMO II grade tankers are referred to as chemical tankers while the IMO III tankers sometime are referred to as product tankers, depending on who you ask. Many chemical tankers only have an IMO II grade.
There are three major types of cargoes carried by chemical tankers: Organic chemicals, inorganic chemicals and vegetable oils. The chemical commodities could be such as styrene, MTBE, molasses, methanol, sulphuric acid, phosphoric acid, caustic soda, lube oil, and benzene.
Chemicals are generally carried in parcel sizes of 2-6,000 tonnes. Because it is not economically efficient to ship one “parcel” at a time chemical tankers have numerous tanks each capable of carrying a particular chemical substance. The largest chemical tankers are equipped with up to 56 separate tanks.
The chemical fleet is usually segregated into three segments:
- the large parcel tankers (Deep Sea)
- the tramp fleet (Intermediate)
- the small tanker fleet (Short Sea)
The boundary between the product tanker and the chemical tanker is not easily defined. In general the IMO I and IMO II grade tankers are referred to as chemical tankers while the IMO III tankers sometime are referred to as product tankers, depending on who you ask. Many chemical tankers only have an IMO II grade.
There are three major types of cargoes carried by chemical tankers: Organic chemicals, inorganic chemicals and vegetable oils. The chemical commodities could be such as styrene, MTBE, molasses, methanol, sulphuric acid, phosphoric acid, caustic soda, lube oil, and benzene.
Chemicals are generally carried in parcel sizes of 2-6,000 tonnes. Because it is not economically efficient to ship one “parcel” at a time chemical tankers have numerous tanks each capable of carrying a particular chemical substance. The largest chemical tankers are equipped with up to 56 separate tanks.
The chemical fleet is usually segregated into three segments:
- the large parcel tankers (Deep Sea)
- the tramp fleet (Intermediate)
- the small tanker fleet (Short Sea)
LPG Vessels
They transport a large selection of gas and petrochemical products (ethylene, ethane, propylene, etc.) and ammonia and actual LPG gases (butane gas, propane gas). Moreover, especially the large LPG vessels may transport clean petroleum products (CPP), which are in fact oil products normally transported by product tankers. LPG ships are different than other tankers since the products carried require low temperatures and/or high pressure in order to be liquid. In order for the gasses to be liquid they require a temperature between -1 degree Celsius and -104 degree Celsius. Liquid gas, which takes up about 1/500 of the space of vaporized gas, is the most economical form of transportation. The liquid form is achieved through cooling, high pressure or a mixture thereof. In order to transport the gas under pressure, this form of transportation is restricted to the small LPG vessels due to the weight of the tanks. The largest vessels only transport cooled gases.
Multi-Purpose Ships
Multi-purpose ships are designed to carry both containerized and dry bulk cargoes. Though multi-purpose vessels have a greater flexibility compared to container ships and dry bulk carriers, they are comparatively less efficient at handling both product types.
On the other hand, the ability of the multi-purpose ships to carry both kinds of products facilitate a more efficient and cheaper transport on routes where the cargo volumes are insufficient in order for both a dry bulk ship and a containership to be employed.
On the other hand, the ability of the multi-purpose ships to carry both kinds of products facilitate a more efficient and cheaper transport on routes where the cargo volumes are insufficient in order for both a dry bulk ship and a containership to be employed.
Offshore Vessels
The offshore market is characterized by vessels built for assistance in oil extraction and exploration at sea. The specifications of the vessels depend on whether they are built primarily to move drilling rigs and their anchors (AHTS vessels), to deliver goods and supplies to oil rigs (PSVvessels), to act as safety and fire-fighting vessels (stand-byvessels) or for other purposes required to maintain and expand oil production at sea. The North Sea and the Gulf of Mexico are the largest markets for offshore vessels, but other areas such as western Africa, Canada, the Far East and Brazil employ an ever-increasing share of the global fleet. Apart from the more common offshore ship types, there exist numerous types of offshore related ships that have very specific characteristics. These include:- Pipe-laying Vessel- ROV-Support Vessel - Seismic Vessel - Diving Support Vessel- FPSO/FSO
Melting ice creates new ocean and possible future shipping routes
A new navigable ocean is opening up as global warming melts ice on Alaska’s Arctic, allowing oil tankers, fishing vessels and even cruise ships to enter the region.
The melting ice has raised speculation that Canada’s Northwest Passage, which links the Atlantic and Pacific Oceans, could one day become a regular shipping route. There is also huge potential for undiscovered natural resources in the region. In anticipation of increased traffic, the Coast Guard has now opened two temporary stations on the nation’s northernmost waters, saying that one day, there will be an ocean the size as the USA, during summers that are mostly ice-free. However, the Coast Guard is concerned that the increased volume of shipping would cause a greater potential for oil spills, lost boaters and other mishaps. There is also, of course, the concern that the warming climate has disrupted the ancient way of life in the region where hunters have traditionally used floating ice as platforms to hunt marine mammals such as bowhead whales and walruses. Polar bears have also become the first species to be declared as threatened due to climate change.
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The melting ice has raised speculation that Canada’s Northwest Passage, which links the Atlantic and Pacific Oceans, could one day become a regular shipping route. There is also huge potential for undiscovered natural resources in the region. In anticipation of increased traffic, the Coast Guard has now opened two temporary stations on the nation’s northernmost waters, saying that one day, there will be an ocean the size as the USA, during summers that are mostly ice-free. However, the Coast Guard is concerned that the increased volume of shipping would cause a greater potential for oil spills, lost boaters and other mishaps. There is also, of course, the concern that the warming climate has disrupted the ancient way of life in the region where hunters have traditionally used floating ice as platforms to hunt marine mammals such as bowhead whales and walruses. Polar bears have also become the first species to be declared as threatened due to climate change.
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GE LM2500+G4 Gas Turbine Module delivered by Avio for Frigate
GE Marine reports that the first LM2500+G4 aeroderivative marine gas turbine module has been delivered by Avio to DCNS’ shipyard in France.
The engine will be the basis for the COmbined Diesel ELectric And Gas turbine (CODLAG) propulsion system that will power the French Navy’s first European Multi-Mission Frigates (FREMM) ship. Avio, Torino, Italy, is a GE Marine Systems Supplier, as well as the prime contractor for the FREMM gas turbine system. The French and Italian Navies are jointly developing the FREMM program, and combined, the navies are slated to build a total of 27 next-generation frigates. Avio has ordered the initial three LM2500+G4 gas turbines, two of which have already been delivered to Avio’s facility in Brindisi, Italy. Earlier in 2008, GE reported the successful completion of the entire 500-hour qualification test for the LM2500+G4 gas turbine at the company’s Evendale, Ohio test cell. The rigorous testing plan devised by GE was tailored so that the engine will be certified by three key organizations: Bureau Veritas, RINA S.p.A. and American Bureau of Shipping (naval vessel rules). The LM2500+G4 is expected to provide the same 99.6% reliability of the LM2500, which currently has a fleet of more than 2,000 gas turbines in diverse marine and industrial applications.
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The engine will be the basis for the COmbined Diesel ELectric And Gas turbine (CODLAG) propulsion system that will power the French Navy’s first European Multi-Mission Frigates (FREMM) ship. Avio, Torino, Italy, is a GE Marine Systems Supplier, as well as the prime contractor for the FREMM gas turbine system. The French and Italian Navies are jointly developing the FREMM program, and combined, the navies are slated to build a total of 27 next-generation frigates. Avio has ordered the initial three LM2500+G4 gas turbines, two of which have already been delivered to Avio’s facility in Brindisi, Italy. Earlier in 2008, GE reported the successful completion of the entire 500-hour qualification test for the LM2500+G4 gas turbine at the company’s Evendale, Ohio test cell. The rigorous testing plan devised by GE was tailored so that the engine will be certified by three key organizations: Bureau Veritas, RINA S.p.A. and American Bureau of Shipping (naval vessel rules). The LM2500+G4 is expected to provide the same 99.6% reliability of the LM2500, which currently has a fleet of more than 2,000 gas turbines in diverse marine and industrial applications.
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Hitachi Zosen to manufacture engines in China
Hitachi Zosen will set up a local joint venture company to manufacture marine diesel engines with China's Shanghai Zhouji Group (SZG).
The joint venture will manufacture one million horsepower worth of diesel engines per annum at their new factory to be built in Zhoushan city in Zhejiang. Hitachi Zosen becomes the third Japanese firm to build low-speed marine diesel engines in China following Mitsui Engineering & Shipbuilding (MES) and Mitsubishi Heavy Industries (MHI).
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The joint venture will manufacture one million horsepower worth of diesel engines per annum at their new factory to be built in Zhoushan city in Zhejiang. Hitachi Zosen becomes the third Japanese firm to build low-speed marine diesel engines in China following Mitsui Engineering & Shipbuilding (MES) and Mitsubishi Heavy Industries (MHI).
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WWL takes delivery of largest, most environmentally adapted car carrier
The world's largest and most environmentally adapted car and truck carrying ship, ‘Aniara’ was named in late August in Bremerhaven, Germany.
Built at the Daewoo Shipbuilding and Marine Engineering yard in Korea, the 71,673GT ‘Aniara’ is the fourth large car and truck carrier ship in a series of eleven vessels to be built for owner Wallenius Lines for worldwide service in Wallenius Wilhelmsen Logistics' 60-strong fleet. ‘Aniara’ is able to carry up to 8,000 cars or a combination of 3,486 cars and 466 trucks / buses. Key customer benefits of the new vessel are reinforced and moveable vehicle decks and an extra wide (9.5 metres) and strong 320-tonne capacity stern ramp. Maximum deck height is also raised to 6.5 metres. These features make ‘Aniara’ one of the most versatile and flexible RoRo vessels afloat. Care for the environment is also a key feature of the new vessel. ‘Aniara’ is a state of the art vessel, utilizing world-class environmental design elements to reduce carbon dioxide emissions by 15 percent per transported unit, as well as reducing emissions of sulphur oxides and particulate matters. She also has a very low nitrogen oxide emission engine that is able to use bunkers with as low as one percent of sulphur content, one of the lowest in the industry. This dramatically improves her performance, reducing nitrogen oxide emissions 35 percent below current international regulations. In addition, the new vessel include a state-of-the-art ballast water treatment system, called PureBallast, the use of tin-free anti-foulant bottom paints; using CFC- and HCFC- free cooling agents in refrigeration plants; using biodegradable oil in all hydraulic systems; electronically controlled cylinder oil lubricators etc.
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Built at the Daewoo Shipbuilding and Marine Engineering yard in Korea, the 71,673GT ‘Aniara’ is the fourth large car and truck carrier ship in a series of eleven vessels to be built for owner Wallenius Lines for worldwide service in Wallenius Wilhelmsen Logistics' 60-strong fleet. ‘Aniara’ is able to carry up to 8,000 cars or a combination of 3,486 cars and 466 trucks / buses. Key customer benefits of the new vessel are reinforced and moveable vehicle decks and an extra wide (9.5 metres) and strong 320-tonne capacity stern ramp. Maximum deck height is also raised to 6.5 metres. These features make ‘Aniara’ one of the most versatile and flexible RoRo vessels afloat. Care for the environment is also a key feature of the new vessel. ‘Aniara’ is a state of the art vessel, utilizing world-class environmental design elements to reduce carbon dioxide emissions by 15 percent per transported unit, as well as reducing emissions of sulphur oxides and particulate matters. She also has a very low nitrogen oxide emission engine that is able to use bunkers with as low as one percent of sulphur content, one of the lowest in the industry. This dramatically improves her performance, reducing nitrogen oxide emissions 35 percent below current international regulations. In addition, the new vessel include a state-of-the-art ballast water treatment system, called PureBallast, the use of tin-free anti-foulant bottom paints; using CFC- and HCFC- free cooling agents in refrigeration plants; using biodegradable oil in all hydraulic systems; electronically controlled cylinder oil lubricators etc.
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Gateway Terminals (India) handles 1 millionth container in 2008
Gateway Terminals surpassed handling 1 mn TEUs for this year on August 28th, 2008 at 11:00 Hrs.
The much awaited milestone was achieved in 241 days of efficient operations. Mr. Arvind Bhatnagar, CEO stated, 'this is yet another landmark achievement at GTI'. Mr. Prakash Tulsiani, COO added 'GTI is productive, at the same time efficient and safe'. Gateway Terminals India Private Ltd.(GTI) is a joint venture company of A.P. Møller - Mærsk A/S and Container Corporation of India Ltd.(CONCOR). GTI has signed a license agreement with Jawaharlal Nehru Port Trust (JNPT) to build and operate for the next 30 years a state of the art common user container terminal at Nhava Sheva. The terminal has a through put capacity of 1.3 million TEU and runs with modern equipment. It has 8 post panamax twin pick cranes with an 18 wide outreach, 29 energy efficient RTG's, 3 Rail Mounted Gantry Cranes, reach stackers, empty handlers and a fleet of tractor-trailers.
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The much awaited milestone was achieved in 241 days of efficient operations. Mr. Arvind Bhatnagar, CEO stated, 'this is yet another landmark achievement at GTI'. Mr. Prakash Tulsiani, COO added 'GTI is productive, at the same time efficient and safe'. Gateway Terminals India Private Ltd.(GTI) is a joint venture company of A.P. Møller - Mærsk A/S and Container Corporation of India Ltd.(CONCOR). GTI has signed a license agreement with Jawaharlal Nehru Port Trust (JNPT) to build and operate for the next 30 years a state of the art common user container terminal at Nhava Sheva. The terminal has a through put capacity of 1.3 million TEU and runs with modern equipment. It has 8 post panamax twin pick cranes with an 18 wide outreach, 29 energy efficient RTG's, 3 Rail Mounted Gantry Cranes, reach stackers, empty handlers and a fleet of tractor-trailers.
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Institute of Marine Engineers (India) launches new scheme
As a special drive to increase the membership of the Institute of Marine Engineers, the Governing Council of IME(I) has decided to give all members a chance to become Life Member at a nominal cost and avoid the hassle of paying the subscription every year.
The details of the scheme is that 1) All existing members pay Rs.2,000/- for Life Membership in their existing grade. When they qualify for a higher grade they can request for Transfer to higher grade by paying a fees of Rs.750/-. 2) All new admissions for membership excepting Student member pay a fees of Rs.3000/-. They will be given an appropriate grade of membership as per the eligibility criteria of IMEI. Transfers to upper grades will be on meeting the eligibility criteria and paying a transfer fee of Rs.750/-. 3) All members who are unpaid for over a year will be given life membership for a fees of Rs.2500/-. Transfers to higher grade of membership will be as explained above. 4) All new admission to student grade will be Rs.500/-. These members can upgrade themselves to Graduate Life Membership by paying Rs.1000/- when passing out off their college. Transfers to higher grade of membership will be as explained above. New members should fill up the application form which can be downloaded from www.imare.in.
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The details of the scheme is that 1) All existing members pay Rs.2,000/- for Life Membership in their existing grade. When they qualify for a higher grade they can request for Transfer to higher grade by paying a fees of Rs.750/-. 2) All new admissions for membership excepting Student member pay a fees of Rs.3000/-. They will be given an appropriate grade of membership as per the eligibility criteria of IMEI. Transfers to upper grades will be on meeting the eligibility criteria and paying a transfer fee of Rs.750/-. 3) All members who are unpaid for over a year will be given life membership for a fees of Rs.2500/-. Transfers to higher grade of membership will be as explained above. 4) All new admission to student grade will be Rs.500/-. These members can upgrade themselves to Graduate Life Membership by paying Rs.1000/- when passing out off their college. Transfers to higher grade of membership will be as explained above. New members should fill up the application form which can be downloaded from www.imare.in.
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