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JOURNAL OF THE MARITIME UNION OF INDIA

Udyog Bhavan, 4th Floor 29, Walchand Hirachand Marg Ballard Estate, Mumbai 400 001. Telephone: 2261 3052, 2261 5507 Fax: (91-22) 2262 0606, Telegrams: OCEANITE E-mail: oceanite@vsnl.com OR oceanite@hathway.com Website: www.mui.in
Editor : MR. S. S. KHAN
July September 2006 Vol. 50 Issue No. 3

C O N T E N T S

Editorial Engineering Circular No. 75 S.D. Circular No. 3/2006 (Memorandum) M.S. Notice No. 11 of 2006 Scientists study rogue waves to save ships Taxation and You 33 By Jayant Menezes Seafarers Rights : Charter for the 21st century Bill of Rights ITF advice on signing a contract to work at sea N.T. Branch circular No. NT/ISPS/SHIP/06/2006 Common Illnesses Gout and sleep changes in older adults By Dr. Sachin Bhavsar By Ashesh Pandia Do you know? Words of Wisdom Crew Branch Circular No. 1 of 2005 A Union ship is a happier ship PF v/s. PPF: Whats the difference?

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By Vijendra S. Thapa Office Superintendent, MUI Kitchen Corner Cooking Tips Laugh a little ICRA rating confirms outstanding status for HIMT Provisionally approved list of recruitment and placement of services for which Indian register of shipping, Mumbai has recommended issue of licence as on 7.7.06 Rise of modern-day pirates Bombay Explosion (1944) N.T. Branch Circular No. NT/ISPS/SHIP/07/2006 World standard times Vessel tracking and identification What will the future hold NT/ENG Circular No.4 IMO News News in Brief ITF News Kandla port creates new record in cargo handling

Oceanite is distributed to members of the Maritime Union of India

Oceanite Office: 204 National Insurance Building, 2nd Floor, Dr. Dadabhai Naoroji Road, Near CST Railway Station, Above Suvidha Restaurant, Mumbai 400 001. Tel.: 22075607 Branch Office : Bhagat Chambers, 2nd Floor, 12A Netaji Subhas Road, Kolkata 700 001. Tel.: 033-22304169 Fax: 91-033-22310900 E-mail: maroff@vsnl.net Resident Representatives: At Tuticorin : Mr. D.M. Stephen Fernando Tuticorin Port Mariners' & General Staff Union, Beach Road, Zone 'B' Extention Port Opp. Customs Office, Tuticorin 628 001. Tamil Nadu Tel.: 0461-2326519/2339195 Mobile: 91(0)9443159137 Fax: 0461 2311668 E-mail: fernando_stephen@itf.org.uk At Visakhapatnam : Mr. G.R.R. Achary D. No. 9-5-53/2(1), Opp. TSR Apartments, Sivajipalem, Visakhapatnam 530 017. Tel.: 0891-2762573 Fax: 0891 2709025 At Chennai : Mr. Muralidharan / Mr. P.A. Khan MIG-102, 5th Cross Road, Aftabh Manzil, M.K.B. Nagar, Vyasarpadi, Chennai 600 039. Tel/Fax.: 044-26733064 Email: oceanitechn@yahoo.co.in The views and opinions expressed by different writers, institutions and organisations in the various articles and reports published herein are of the respective writers, institutions and organisations and not of the Maritime Union of India.
Please Note : Every care has been taken to publish the Notifications & Circulars of various government departments. However, "Oceanite" will not be responsible for any error in publishing the same. Readers are requested to refer to the original notifications issued by the Department concerned.
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From MUI team

Problems facing Shipping Industry - Shortage of Senior Officers

Articles in newspapers, maritime journals, speakers at seminars predominantly address the issue of shortage of merchant navy officers in the nations shipping industry. We felt it is imperative for Maritime Union of India (MUI) reiterate our stand on this issue. Hence, we felt the need to reprint views and steps taken by MUI, published in our issue of October-December 2005 with relevant editing. The specific problem of shortage of Senior Officers (both Nautical - Master, Chief officers and Engineers - Chief Engineers, and 2nd Engineers) has arisen due to several reasons so far as India is concerned. We consider that the present continuing problem of shortage is a creation of shipowners themselves and inaction of Central Government in bringing corrective methods in time. The BIMCO Review of 1999 2000 on World Wide demand for and supply of officers conducted in cooperation with the Institute for Employment Research, U.K. and published in April 2000; is a very reasonable study thereby warning all concerned, well in advance. This study report inter-alia indicates that the recruitment and training level of officers would need to be enhanced to meet the requirement of additional demand in the future due to (1) increase in tonnage fleet to meet the increase in global trade, (2) normal retirement of officers, (3) change of job of officers from ships to shore or other industries, (4) increased duration of training, certification, examination of officers due to increased safety levels on account of new IMO convention,. (5) nonavailability of certified officers due to the factors like (a) officers proceeding on leave (i.e. period between sign off and next signing on.), (b) passing out of officers of the respective grades and number of attempts to pass the examination, training courses and up-gradation courses etc. The same study also suggests that during the next 5 to 10 years, most of the senior level officers will be from the segment of Asia or East Europe. Therefore, the problem of shortage of officers for manning Indian Ships may become more acute than it was in the year 2000 unless requisite remedial measures are provided for them. The question still remain unanswered is Who should take the effective measures at what point of time to avoid the present level of non-availability of senior officers in Indian Shipping sector. We, therefore, without blaming either shipowners or Government, should find out long-term and short-term remedial measures. Some of the important suggestions placed by MUI are : 1) Indian Shipping Companies should offer same wages to the Indian Officers as that of the Foreign Companies/ line. 2) Any period spent by Indian Officers on Indian Vessels, irrespective of the area of operation should be made eligible towards aggregation of 180 days for NRI Status. INSA should take up this issue very seriously and vigorously with the Government. Shipowners should prepare and submit to DG Shipping, details of year wise and category wise shortages on company basis for the last 5 years beginning from the year 2000. They should also be asked to submit to DG Shipping, action taken by them to solve the problem of shortages from time to time during last 5 years. Revised, scientific and more result oriented procedures for (a) Conducting examinations of all grades, (b) Revision of periodicity, quick results, revision of Oral exam, (c) Better and effective assessment of both written/ oral examination/ tests, by officers of MMD with/without outside officers, with technical audit of the examination systems. DG Shipping should give written guidelines to shipping companies in the matter of promotion of the officers from lower grades to chief engineers/ masters. Employment of all grades of officers on the longterm/ permanent basis instead of existing contract basis, (except in the case of SCI) Good relations with all Seafarers and better personal relations. (It is to be noted that member officers regularly inform us that treatment meted out to them by PSU companies at the time of reporting for shipboard duties, and on their submitting genuine claims is one of indifference, bordering on absymal and hurtful. Recently, even the benefits since inception of INSA-MUI agreements are being denied to them, citing unjustified reasons by certain persons. On the other hand, as per our information such situation is not existing in other shipping companies. On the contrary, they extend better benefits and deal cordially with merchant shipping officers. July September 2006

3)

4)

5)

6)

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Nevertheless, MUIs approach is to continue convincing these officers to join and continue to serve national shipping. Yet, if there is any difficulty in settling an issue/s, they can either write to, or meet the higher ups in the PSU companies about their complaints. Here we find reluctance on their part exists. Having said that, it is needless to say that floating staff plays a vital role in shipping industry. We humbly suggest to our brothers in the shore establishment to extend maximum co-operation and assistance to afloat brothers. We at MUI hope that better sense prevails.) 8) 9) Meeting in DG Shipping with INSA/ FOSMA/ MASSA/ maritime unions Extension of age limit up to 65 or 70 years or employing retired officers up to 65/70 years on subject to medical fitness.

working on ships from this country. The shipowners should not look at on-board training for the Trainee Officers as a cost to the company but it must be viewed as investment in generating future assets in order to meet future needs and contingencies like the present scenario. In this regard, both the shipowners and Government have failed miserably. In addition, our maritime officers must keep their downtime to a minimum, which will help to fulfill more and more employment opportunities for Indian officers. Although both the DG Shipping and INSA have conveniently missed the bus of their own making, even after the BIMCO report of 2000 was made available to us all, they just ignored corrective action being taken at appropriate time. DG Shipping should have doubled irrespective of other constraints like classroom space, budget, number of lecturers and similar factors, the training intake and framed a common code for promotion of officers from ground level to senior levels. Similarly, the INSA and its members should have adopted an action plan for the year 2000 to 2005 and 2006 to 2010 for reviewing their promotion from junior level to graded senior level and a review made to take stock of the situation. Nobody has ever bothered or thought of an action-plan to built up a reasonable strength of senior level officers to man our ships during normal and contingency periods like the present one. Even now nobody except MUI, has suggested such action plan! Now, that the severity of the problem of shortage is bigger than solution, they have approached the Government for an emergency solution. In fact, they are now acting against the overall interest of the country. Instead nipping the problem at its bud, both the Government and the INSA are finding out remedy-less solution only. Let us all hope that the Government will be wiser now to find out a long-term solution without resorting to granting permission for import of foreign officers to man the Indian Vessels, only to cover up the mistakes committed and continued from the year 2000 till date both by the Government and the shipowners, particularly where other remedies and alternative solutions were available during the last 5 years, which they conveniently ignored to visualize, plan and act intelligently when the problem surfaced in the year 2000. Remedy/ solution should not be worse then the problem. Import of foreign personnel is not a solution but a new area of another problem in the shipping arena. We should stand on our legs to meet the present problems.

10) Finally, not to give any permission to INSA members to recruit any foreign national officers on Indian registered ships. Over the years, India has built up a large pool of trained manpower to cater the need of Maritime Merchant Fleet. One of the spin-offs of the excellent training imparted by India to its officers and more has been that the large number of Indian officers and men are employed on Foreign flag vessels, thereby, the foreign exchange of the country continue to be swelling. There are various reasons for preferences being given to Indian officers vis--vis seafarers of foreign country. Maritime training, education and certification in India are well organized and strictly regulated by the Government, thus ensuring highest standards. With this background, Indian officers switch over to foreign companies and tax benefits. There is a strong case for granting tax benefits to Indian officers working in Indian vessels including coastal Sector. The period that Indian officers remain on leave, other than and in addition to examination, revalidation and certification has also became considerably higher over the decades. This has also resulted in non-availability of senior officers in time to man our vessels on a phased/graded basis and therefore not been able to utilize the market share of employment opportunities to the full potential. Foreign employers should also share responsibility for on-board training in order to ensure sustained supply of certified officers by providing as many trainees as possible. Unless we provide on-board training, we will not have ready-made certified officers earning and July September 2006

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Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

ENGINEERING CIRCULAR NO. 75

No. ENG/ISM-59(4)/97 Dated: 16th June 2006

Sub.: Improving safety and providing necessary instruction in the ISM shipboard procedure manuals for ships carrying coconut oil and other vegetable oil as cargo in tanks. Summary: Incident/accident have occurred onboard ships carrying coconut oil as cargo in the ships tanks. This Circular disseminates the information on the incident/accident and draws attention to the hazards that are present and makes recommendations to obviate/lessen the danger. First Incident: 1. The ship was carrying a cargo of crude coconut oil for discharge at two ports. None of the tanks were fully discharged until arrival at the second port. The normal discharge process for vegetable oils requires the squeezing of cargo to minimize cargo remaining on board. This operation involved personnel entering the cargo tank during the final tank stripping process. 2. Throughout the discharge the high velocity PV valves were open in free flow mode (vacuum side kept open) and 6 to 7 hours before anticipated tank entry the cargo tank hatch was opened and the inert gas blower was started and run on the fresh air mode during this process, however the inert gas blower was also providing air flow to all the ships cargo tanks, thus the volume and flow rate to be entered was greatly reduced. 3. All normal required checks and procedures were made prior to the issue of a tank entry permit. This included the stationing of breathing apparatus and crewmembers on standby in the locality on deck. Checks of oxygen content as well as LEL (Lower Explosive Limit) were also carried out, which revealed that the oxygen level was 20.9% and the LEL was 0%. 4. The Master was equipped with a portable radio as well as a combined oxygen and LEL gas detector and the ships Chief Officer and pumpman were standing by on deck. 5. Once the Master and the accompanying two crewmembers reached the tank bottom they realized that it was becoming difficult to breathe and immediately commenced evacuating the tank. Fortunately they managed to reach the upper platform about three metres inside the tank and there, thanks to the prompt action of the standby crew on deck, were immediately evacuated and hospitalized. 6. During the subsequent investigations, it was revealed that the carbon monoxide content of the tank had not been checked. It was found that the carbon monoxide content in all the tanks was in excess of 3,000 ppm as against the permissible limit of 30 ppm for 8-hour exposure limit or 200 ppm for short-term exposure not exceeding 15 minutes. Second incident: 1. A serious accident occurred on board a ship while discharging the cargo of Indonesian crude coconut oil. 2. Six men hired from ashore entered one of the tanks nearing completion of discharge to sweep the residue towards the pump suction. July September 2006

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3. Within a few minutes, the workmen appeared to be in difficulties. Four were able to leave the tank but the other two collapsed over the heating coils. Both men suffered serious burns from the heating coils. One of them subsequently died. 4. The tank atmosphere was tested immediately after the accident for oxygen deficiency and flammability and found to be safe from those hazards. 5. However, very large concentrations of carbon monoxide (CO) were measured more than 1000 ppm. 6. A likely explanation for the presence of large concentration of CO could be due to the temperature of the heating coils that had reached levels high enough to generate CO from the reducing quantity of cargo in the tank during the discharging process. Recommendations 1. Before entering such cargo tanks, precautions for entry into enclosed spaces described in the IMO

Assembly Resolution A.864(20) entitled Recommendations for Entering Enclosed Spaces Aboard Ships are to be fully observed. 2. The atmosphere of cargo spaces with such oils to be continuously monitored during the discharge process for the presence of CO if it is essential for personnel to be within that space. 3. The temperature of the cargo should be monitored closely during the closing stages of the cargo discharge operation. 4. Procedures to be included in the ships ISM procedure manual order under critical operations. This issues with the approval of the Chief Surveyor with the Govt. of India. Sd/(D. Mehrotra) Dy. Chief Surveyor with the Govt. of India

Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

NO: SD-9/CHRT(82)/97-III Sub: S.D. Circular No.3/2006 - Clarification regarding

Dated: 8th August, 2006

MEMORANDUM
This Directorate has been receiving inquiries / correspondences seeking clarifications on SD Circulars No. 3/2006 issued by this Directorate regarding Procedure for issue of licence to Indian & Chartered Foreign Flag Vessels. It is clarified that Circular No. 3 of 2006 intends to systematize and to elaborate the existing procedure for the issue of Licences under Section 406 & Section 407 of the M S Act 1958 to Indian & Chartered Foreign Flag Vessels. Circular No. 3 of 2006 has not been issued in supersession of any of the earlier circulars issued by this Directorate. Provisions in the earlier circulars relating to age restrictions etc. remain fully in force. As such it requires to be read in continuation of them. Sd/(S.G. Bhandare) Asstt.Director General of Shipping

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Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

M.S. NOTICE 11 OF 2006

No.: 4-NT(4)91 Vol.I Dated: 7th June, 2006

Sub.: Reporting of defective navigational aids or relating Navigational Developments in or around Indian Ports or Coast of India The Directorate in the past couple of years has issued number of notices providing guidelines to the ports including Minor Ports and Mariners on the stated subject matter. The Directorate is surprised to note the reporting of such information by the port or the Seafarers is first made to the admiralty (United Kingdom) rather than to the Chief Hydrographer of India at Dehradun. The Directorate being concerned and committed to safety of life/safety of navigation and protection of Marine Environment takes serious view of this irregularity. Pursuant to the provisions in making reports relating to navigational warnings and changes to the charted data under the provision of Merchant Shipping Act, 1958 Section 354A/356 and SOLAS 1974 chapter V Safety of Navigation, that any source of danger to navigation shall be communicated to the competent authority as soon as possible by the affected Port or Ports and the Seafarers. To ensure compliance of National and International regulations pertaining to the reporting of Navigational Dangers, the Directorate urges that 1) All Port authorities (Major and Non-Major Ports coming under the purview of ISPS code) shall immediately inform of any change or changes in Navigational information relating to their respective Ports inclusive of Modernization Plan etc. 2) The Mariners shall also actively participate in updating charts and Nautical Publications by communicating immediately of such information showing any discrepancy to charted data inclusive of any dangers or incorrect charted aids to navigation. The above information shall be reported to the under mentioned organization in the attached format (as prescribed in the Indian Notices to Mariners Hydrographic for Port information/by mariners Note). The Chief Hydrographer to the Govt. of India, National Hydrographic Office, 107-A, Rajpur, PB 75, Dehradun 248 001, India. Tel.: 91 (135) 2747360 / 65 Fax: 91(135) 2748373 e-mail: nho@sancharnet.in Web: www.hydrobharat.org The Directorate understanding that the implementation of these guidelines would enhance safety of navigation therefore directs all ports and mariners to adhere to these instructions strictly. Any infringement if comes to its knowledge would be dealt with under the provision of relevant Section of Merchant Shipping Act. However, the Ports and Mariners extending co-operation in this endeavour would be given due recognition during the National Maritime Day celebration. Sd/(Capt. Deepak Kapoor) Nautical Surveyor-cumDy. Director General of Shipping (Tech.)

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I.H. 102a (Revised 2003)

Annexure B to NO 46/2003 (Refers to Para 4)

Hydrographic Note For Port Information

(For Reporting Changes to Port Information)
(To accompanying Form I.H. 102) Name and address of ship / sender: Ref. No.: Date:

Fax No.:

E-mail: Lat.: Sl. No. Long.:

1. a) NAME OF THE REPORT b) Location : c) Listing in Guide to Port Entry: Yes / No

2. NAME AND ADDRESS OF PORT AUTHORITIES a) Name b) Address c) Phone d) Fax e) E-mail 3. GENERAL REMARKS a) Principal activities and trade b) Latest population figures and date c) Number of ships and tonnage handled per year d) Maximum size and draught of vessels handled e) Copy of Port Handbook if available 4. ANCHORAGES a) Type / Purpose b) Minimum depth at anchorage c) Shelter afforded d) Holding ground e) Recommended pilotage to the anchorage 5. PILOTAGE a) Authority for requests b) Embarkation position c) Regulations d) Documents to be provided

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6. DIRECTIONS a) Entry and berthing information b) Tides (Height) c) Tidal streams d) Navigational aids 7. POLLUTION CONTROL a) Local regulations in force (if any) 8. TUGS a) Number available b) Max. hp. c) Requesting authority d) Availability times e) Communication with Tugs f) Hiring charges 9. BERTHING AND WHARVES a) Number of berths available b) Length c) Depth alongside d) Facilities available e) Procedures for requesting berthing and hiring charges 10. CARGO HANDLING a) Containers b) Lighters c) Roll on / roll off, etc. 11. CRANES a) Brief details and max. capacity b) Container handling facilities 12. BRIDGES Vertical clearances 13. REPAIRS a) Hull, machinery and underwater b) Ship and boat yards c) Docking or Slipway facilities (Give size of vessels handled or dimensions) d) Hards and ramps e) Divers / Diving Assistance 14. RESCUE AND DISTRESS Salvage, lifeboat, coastguard, etc.

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(contd. July September 2006

15. SUPPLIES a) Fuel with type and quantities available b) Freshwater and rate of supply c) Provisions d) Chart Agents 16. SERVICES a) Radio Telegrams / Telephony b) Medical c) Quarantine d) Consuls e) Ship chandlery and stevedores f) Compass adjustment g) Tank cleaning h) Hull painting i) Diving and underwater examination j) Police / Ambulance / Fire k) Navigational warnings and weather bulletins l) Garbage Disposal m) Telephones n) Waste oil disposal 17. COMMUNICATIONS a) Road, rail and air services available b) Nearest airport or airfield c) Port Radio and Information service (Frequencies and operating hours) 18. PORT AUTHORITY Designation, address and telephone number 19. SMALL CRAFT FACILITIES a) Information and facilities for small craft/yachts visiting the port b) Yacht clubs, berths, etc. 20. SHORE LEAVE

21. CLUBS / RECREATION / INFORMATION KIOSKS Their Location 22. VIEWS (duly annotated) Photographs (where permitted) of the approaches, leading marks, the entrance to the harbour, etc. (Picture postcards may also be useful).

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Signature of Observer / Reporter To The Chief Hydrographer to the Government of India National Hydrographic Office 107A, Rajpur Road P.O. Box No. 75 Dehradun 248001 (Uttaranchal), India.

Email: nho@sancharnet.com Fax: 91-0135-2748373 Web: www.hydrobharat.org

I.H. 102 (Revised 2003)

Annexure B to NO 46/2003 (Refers to Para 4)

Hydrographic Note
(For Reporting Navigational Dangers / Changes observed at sea by mariners)
Date: Details of the Sender / Originator 1. Name of ship or sender 2. Address of sender : Ref. No.:

Email: 3. General Locality :

Fax No.:

Tel. No.:

4. Chart / Publication Affected : a) Chart published by INHO / UKHO / other (Specify): b) Chart No.: Edition Date : c) Latest Edition of Indian N to M held : Details of Changes / Dangers observed 5. Object of Change: a) Bathymetry : (i) Depth (ii) Depth Contour (iii) Channel Depth Date/Time of observation Charted Observed Position/Area

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b) Navigational Dangers : (i) (ii) (iii) (iv) (v) New shoals New rocks New reefs New wrecks New Nav-aid (specify) Buoys Lights For signals Racons Transit marks Leading Lines Clearance Bearings Exercise areas Prohibited areas Pilot station Anchorage Foul ground Berthing Cranage Tugs Dry Docks Repair facilities Pilotage Fuel Water Any Other (specify)

c) Casualties to existing Nav-aids : (i) (ii) (iii) (iv) (v) (vi) (vii)

d) Designated Areas : (i) (ii) (iii) (iv) (vi) (i) (ii) (iii) (iv) (v) (vi) (vii) (viii) (ix)

e) Port Information :

f) Environmental Data : (i) Met Information (ii) Tides & Tidal Stream (iii) Pollutants (iv) Effluents (v) Marine Life/ Habitats g) Other changes, if any, with details :

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6. INFORMATION ON THE POSITIONS OF DANGER / CHANGES REPORTED ABOVE : a) Positioning System used : b) Datum (WGS / Everest / Local (specify)): c) Accompanying plots / photographs if any : 7. INFORMATION ON THE SOUNDINGS / DEPTHS REPORTED ABOVE : a) Echo Sounder (Type) used : _____________________________________________________________ b) Draught of vesel set on Echo Sounder : ___________________________________________________ c) Observed water depth vis-a-vis charted depth: ___________________________________________ d) Echo-gram accompanying this report : Yes / No ___________________________________________ e) Whether voltage drop existed in equipment at observation time ___________________________ f) Data and time of depth observation _____________________________________________________ 8. LIMITATIONS IF ANY IN REPORTING THE CHANGES ABOVE :

Signature of Master / Reporter Date : To The Chief Hydrographer to the Government of India National Hydrographic Office 107A, Rajpur Road P.O. Box No. 75 Dehradun 248001. (Uttaranchal), India.

Scientists study rogue waves to save ships

Enormous waves that sweep the ocean are traditionally called rogue waves, implying that they have a kind of freakish rarity. Over the decades, skeptical oceanographers have doubted their existence and tended to lump them with sightings of mermaids and sea monsters. But scientists are now finding that these giants of the sea are far more common and destructive than once imagined, prompting a rush of new studies and research projects. The goals are to better tally them, understand why they form, explore the possibility of forecasts, and learn how to better protect ships, oil platforms and people. The stakes are high. In the past two decades, freak waves are suspected of sinking dozens of big ships and taking hundreds of lives. The upshot is that the scientists feel a sense of urgency about the work and growing awe at their subjects. 13 I never met, and hope I never will meet, such a monster, said Wolfgang Rosenthal, a German scientist who helped the European Space Agency pioneer the study of rogue waves by radar satellite. Drawing on recent tallies and making tentative extrapolations, Rosenthal estimated that at any given moment 10 of the giants are churning through the worlds oceans. Most waves, big and small alike, form when the wind blows across open water. The winds force, duration and sweep determine the size of the swells, with big storms building their height. In 1977, the chief engineer of the Stolt Surf took photographs as he witnessed his tanker meeting a rogue wave. The deck, nearly 75 feet above sea level, was submerged. Source : Daily Shipping Times

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Mr. Jayant Menezes, Fellow Chartered Accountant has been giving a series of articles on Money Matters, Finance, Management, Income Tax, FERA/FEMA and various allied matters in the OCEANITE. At my request Mr. Jayant Menezes has agreed to continue to write articles in the OCEANITE for the benefit of our MUI members. The Editor Mr. S.S. Khan

TAXATION AND YOU-33

BY JAYANT MENEZES F.C.A.

Chartered Accountant
My dear esteemed readers, The last few months have seen a rapidly changing environment. The stock markets which were at an all time high, suddenly became extremely nervous, saw a fall, but is now showing gradual signs of take-off. Interest rates have hit a high. Those who have money in fixed deposits can smile, whereas life has become tougher for all those who live on borrowed money. Interest rates on loans especially housing loans are rising. As interest rates are rising, an investor may opt for debt rather than equity. Debt would include fixed rates bearing instruments like Bank Fixed Deposits, Debt Mutual Funds and Fixed Rate Bonds. On the other hand those looking to take risks may like to venture into Equity Mutual Funds or Equity Shares. TAXATION: Many new changes have been enacted in the Income Tax Laws. The aim is to get many more persons into the tax net. We give you a fine print of some of the changes. AIR AIR means Annual Information Return. The Income July September 2006 Tax department is perusing through all the voluminous information received from the Annual Information Return (AIR) filed by third parties. The aim is to crossverify various transactions to enable the tax authorities to check evasion of Income Tax. Details of large transactions made through Banks, credit card, debit card, property purchases/sales, investments made (including shares, mutual funds, bonds), various expenditure incurred, etc. will be checked to verify if the persons mentioned in these reports have filed Income Tax Returns and if so, whether these Tax Returns filed accurately reflect the income/expenditure of the assessee. Therefore kindly keep your accounts in order. In this regard particular attention will be paid to those persons who have not furnished their PAN. Those using more than one PAN and those who are yet to procure a PAN. PAN PAN means Permanent Account Number. Every person who is required to have a PAN must quote his/her PAN in various transactions. If you do not have a PAN, you are required to apply for PAN. To obtain a PAN, you

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have to make an application to either UTI or NSDL. For this purpose you need to submit proof of: Name: Address: The documents to prove your Name and Address can be your Passport, Ration Card, Election Card, Bank Account Statement, School Leaving Certificate, a letter from MP, MLA or MLC, Electricity/Telephone Bill etc. If you have more than one PAN, you are urged to surrender the extra PAN/s, and retain only one PAN. Besides, kindly keep copies of your PAN duly attested to facilitate transactions such as: 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) Sale or purchase of any immovable property, Motor vehicle, Bank Fixed Deposits, Post Office account, Sale/purchase of securities, Opening bank accounts, Applying for telephone, including cell phones, Cash payments towards foreign travel, Applying for credit card, Purchase of mutual funds, Purchase of company shares, debentures, bonds, RBI bonds.

4. Income from other sources, such as bank interest, bond income, company fixed deposit interest, post office income, LIC income, senior citizen savings scheme interest, etc. We request those who have not yet filed the same to file their income tax returns at the earliest, so that the interest for late filing is kept to the minimum. For those individuals having income from business or profession the due date has been extended to 31st October, 2006. NEW FORMS FOR FILING OF INCOME TAX RETURNS New Income Tax Return Form No.1, From No.2, Form No.3, and Fringe Benefit Tax Return Form No.3B have been notified. The new forms are detailed. Therefore the need to attach various documents that one usually attaches with the income tax return does not arise. Form No.1 for corporate tax assessees Form No.2 for those non-corporate tax assessees having income from business Form No.3 for those non-corporate assessees not having income from business Form No.3B for those non-corporate assessees with fringe benefits, not having income from business who have filed or will file returns in Form 2D-Saral. Besides the forms mentioned above, a new Form 2F has also been notified. This form can be used by resident non-corporate assessees. a) having income from salary, b) having income from other sources, c) not having income from business/profession, d) not having income from agriculture, e) not having income from capital gains - (excluding long term capital gains transactions which are subject to Securities Transaction Tax), f) not availing Relief for arrears/advance salary as per Section 89, g) having ownership of only one house property. Forms No.2, 3 and 2F include a cash flow statement. Now what is a cash flow statement? This is explained with an example. If one is filing a return for F.Y. 20052006 one will have to make statement that includes July September 2006

Besides, if you want to maintain an existing demat account, you require to furnish a copy of your PAN (duly attested by you), which will be verified by your bank with your original PAN. Now for opening new bank accounts, banks have been advised to Know Your Customer. For this PAN is an important document. Due date for Filing Returns for A.Y. 2006-2007 (F.Y. 2005-2006) We are sure most of you would have filed your Income Tax Returns by now for the financial year 2005-06. The due date of 31st July 2006 for filing income tax returns for the financial year 1.4.2005 to 31.3.2006 (Assessment year 2006-2007) has passed for all those individuals not having income from business or profession. These include individuals having income from: 1. Salary, 2. Income from house property, such as rent or interest from self occupied property, 3. Income from Capital Gains, such as sale of shares, mutual fund redemption, mutual fund switch, sale of property, etc.

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your income as well as income of every other person taxable in your hands (e.g. your spouse, minor child, sons wife, any other person/association of persons). Example: (A) Physical cash balance as on 1.4.2005 Bank balance (B) Additions: Receipts during the F.Y. 2005-2006 Taxable income received Other receipts Incomes not taxable Gifts received Loans taken (C) Less: Payments made during the F.Y. 2005-2006 towards Chapter VI-A (Deductions upto a total ceiling of Rs.1 lac) (Expenses/investments such as LIC, PF, PPF, NSC purchases, childrens education, college tuition fees) Other investments Other outgo Now A+BC=D D. Physical cash balance as on 31.3.2006 Bank balance as on 31.3.2006 as on 1.4.2005

c) Assessees PAN d) Name of Assessee e) Assessment year for which the return is being filed f) Income Tax Ward / Circle where the assessee is assessed. The post office will stamp and acknowledge the copy stating that you have filed your returns. SCRUTINY Scrutiny is a procedure to verify the accuracy of an Income Tax Return that has been filed. In cases of income tax scrutiny, the assessing officer calls for back up documents such as records, data, statements and other details to verify that an assessee has computed his/her income accurately. A scrutiny case deals with income, expenditure, assets and liabilities of the assessee. The assessing officer will verify whether all income is stated, whether the expenditure incurred is reasonable, the assets purchased are from known sources of income and liabilities of the assessee are proper. Besides he will check whether the methods for calculating income as well as exemptions/allowances and deductions as per the Income Tax Act are accurately computed in the Return of Income furnished. In cases of individuals he will also check on the household expenses and other assets/gadgets purchased and investments made. The aim of checking household expenditure is to see if sufficient cash withdrawals have been made for household expenses and that the household expenses have not been met from unaccounted income. Based on the evidence, the assessing officer computes the tax liability of the assessee. The income tax department selects cases for scrutiny based on data it has. This includes using computerized methods. The basis for selecting such cases includes information contained in: a) Return of Income b) Annual Information Reports c) Tax Audit Reports d) Tax Deducted At Source (TDS) Returns Exemption from long term Capital Gains If you, as an assessee transfer a long term capital asset, then you have the option to save long term capital gains tax by investing in bonds within 6 months under Section 54EC. These capital gain bonds are those issued by Rural

The same method is to be applied for making a Cash Flow Statement of every other person taxable in your hands. After this, you will have to consolidate the cash flow statement. However the cash flow statement has been made optional. PLACE FOR FILING RETURNS The income tax returns can be now filed at either the respective income tax offices or even at certain selected post offices. For those of you who wish to avail of the facility at a post office, you will have to furnish the following: a) Return of income (2 copies) b) Out of this, one copy has to be inserted in an open unfolded envelope (size 10 by 12). July September 2006

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Electrification Corporation Ltd. (REC) and National Highways Authority of India (NHAI). However as these bonds were not available earlier, the time limit for those who could not invest within 6 months has been extended as stated below: Long term capital asset Due date for investment u/s. 54EC to save Long Term Capital Gains 30.9.2006 31.12.2006

For Prior financial years i.e. the financial year: 1.4.2004 to 31.3.2005 1.4.2005 to 31.3.2006 if they do not want tax to be deducted at source for these years. For current financial year 1.4.2006 to 31.3.2007 Tax will be deducted at source accordingly by banks and post offices. In order that tax should not be deducted at source for the current financial year, senior citizens will have to file: Form 15G (for those 65 years and above) Form 15H (for those below 65 years) to affirm that they do not have taxable income. THE WORLD, MONEY, TAXATION AND YOU With oil prices rising considerably world wide, inflation is on the rise. Interest rates are showing an upward trend. The markets and job scenario are becoming very competitive. You have to shoulder additional roles/ responsibilities. The world is for the fittest. Besides, tax laws are changing. Are you financially fit? You as an income earner have to plan your finances judiciously. Your financial plan should be flexible but at the same time be comprehensive. You must give weightage to: 1) Savings 2) Investments 3) Insurance 4) Enhancing/updating your skills 5) Your familys present expenses 6) Your childrens future education expenses 7) Taxation matters 8) Your retirement income considering spiraling inflation 9) Contingencies like medical operations/disability/ death 10) Wealth enhancement with tax shelter. Kindly assess your financial plan from time to time as frequent changes in the money market/laws would need to alter your plans. You must save money, invest wisely for regular returns and create wealth for your future. Work hard for your money and then make your money work for you. July September 2006

Transferred between (i) 29.9.2005 to 31.12.2005 (ii) 1.1.2006 to 30.6.2006

BANK FIXED DEPOSITS A new tax instrument for deduction of income has been added to Section 80C. Therefore, besides the normal tax saving avenues such as PPF, NSC, LIP, ULIP, PF, housing loan repayments, etc., the new instrument you can use to save tax is bank fixed deposits. These deposits can be opened in SBI or its subsidiaries or scheduled banks or other notified banks. These deposits may be held either in one name or jointly. Nomination facility is available. The tenure of this deposit is 5 years. The maximum amount that you can invest so as to reduce your taxable income is Rs.1 lac for a financial year. Interest payable is monthly, quarterly or at maturity as desired by you, the deposit holder. Interest on such deposits shall be taxed as income on receipt or accrual basis as the case may be and are also subject to TDS provisions. However you cannot borrow/pledge on these deposits. The interest rate on such deposits will be notified by the banks. Some banks are offering 9% p.a. to senior citizens and 8.5% p.a. for others to attract deposits under this scheme. TDS on Senior Citizens Savings Scheme: Tax is to be deducted from interest earned on Senior Citizens Savings Scheme by banks and post offices with retrospective effect in the absence of 15H/15G Forms. Therefore Senior Citizens will have to produce evidence for verification: THAT a) They did not have taxable income or b) They have paid tax on their incomes

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Seafarers rights

Charter for the 21st century Bill Of Rights

Seafarers can now look forward to the introduction of a comprehensive and enforceable bill of rights. Over the past five years, the ITF has been quietly working with government and shipowners maritime labour conference in February 2006 in Geneva, Switzerland. It is hoped that the convention will represent the fourth pillar of the international regulatory system for the

Key Provisions Of The New Bill Of Rights

There must be an employment agreement signed by both the seafarer and the shipowner or a representative of the shipowner. The agreement should provide the seafarer with decent working and living conditions on board the ship. Seafarers must be paid for their work regularly and in accordance with their employment agreements payments must be made at least at monthly intervals and in accordance with any applicable collective agreement. The hours of work for seafarers over the age of 18 (different provisions apply for those under 18) are limited to no more than 14 hours in any 24-hour period and 72 hours in any seven-day period or minimum hours of rest should not be less than 10 hours in any 24-hour period and 77 hours in any seven-day period. Seafarers are entitled to repatriation in a number of situations these include illness or injury or other medical condition, shipwreck, if the shipowner is unable to fulfil their legal or contractual obligations as a employer as a result of insolvency, the sale of the ship and a change of
representatives to put together a ground-breaking global labour standard for the shipping industry. The Maritime Labour Convention 2006, which will enshrine in law a comprehensive set of minimum standards for seafarers, was finally adopted by delegates at the International Labour Organisations July September 2006

ships registration. The shipowner is obliged to pay the costs associated with a seafarers repatriation in these circumstances. Decent living accommodation and recreational facilities should be provided and maintained for seafarers working or living on board. There are specific requirements on the size of rooms and other spaces, heating and ventilation, noise and vibration and other ambient factors, sanitary facilities, lighting, and hospital accommodation. Seafarers health should be protected through access to prompt and adequate medical care whilst working on board. Shore-based medical facilities for treating seafarers should also be adequate, and properly qualified doctors, dentists and other medical personnel used. Measures for effective enforcement and compliance include a certification system for labour standards. A Maritime Labour Certificate and Declaration of Maritime Labour Compliance must be issued by the flag state and must be produced on board during port inspection.
global maritime industry, alongside the International Maritime Organisations safety, training and pollution conventions. The convention also known as the Consolidated Maritime Convention because it brings together and updates over 65 other ILO maritime labour instruments

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 will provide the worlds more than 1.2 million seafarers with comprehensive social protection for the first time. The convention sets minimum requirements for seafarers to work on a ship, with provisions on conditions of employment, accommodation, recreational facilities, food and catering, health, medical care, welfare and social security protection. Most critically, the convention is enforceable. Ships governed by it will not be allowed to sail by port states without securing certificates proving that they meet key labour, health and safety standards. New provisions, including those for seafarers complaints procedures and enhanced port state inspections, will help to ensure compliance. The convention applies directly only to ships carrying the flag of a state that has ratified it. However, the enforcement provisions contain a no more favourable treatment clause. This means, for example, that a ship flagged by a country that has not ratified the convention could still end up in trouble during a port inspection for falling short of the standards it lays down. Jon Whitlow, Secretary of the ITF Seafarers Section, commented: The ITF has always endeavoured to lift the advocacy of seafarers to the highest international level and to ensure that seafarers have a voice that is heard and acknowledged by our national governments.

He went on: All too often seafarers rights are under threat and the essential contribution made by the human element forgotten or ignored. Thats why we welcome this convention. It goes some way to addressing our key concerns about seafarers working conditions and rights, and acknowledges that a global industry needs global regulation enforced at sea and in the worlds ports. Luis Barrera is a member of the ITF-affiliated Chilean seafarers union, Sindicato de Trabajadores Interempresas de Companias Navieras. A seafarer with 10 years experience, he has been working on freighters for the past six years. His son, taking after him, is also hoping for a career on the high seas. Luis believes that he and his colleagues as well as his son should he follow in his footsteps will benefit from the new convention. He comments: ILO regulations are always good, especially because they give more responsibility to states. Sometimes, there is no ITF inspector in a particular port, so if the state has instruments to inspect and help seafarers, it makes a difference to us. He adds: In general, I can say that if it were not for the ILO and the ITF, we could be used as slaves. It is expected that the convention will come into force within the next few years. Source: ITF Seafarers Bulletin No.20/2006

Anything you want to achieve will for it, your will is the will of the divine, nothing can stop you Moral: if you are slave to anger, will that from now onwards i will never become angry, the moment you are aware, the battle is won *** This body is subject to disease, decay, death.we are alive because of divine spark (soul) in us Moral: every moment we r dying physically, your body now is different than what it was few years ago *** Spiritualism has got nothing to do with the material world, spiritual person could be living in a hut, but be a winner in inner world Moral:dont run after material gains, rather be after liberation, salvation of soul By Arun Bhatia 2/O ***

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ITF advice on signing a contract to work at sea

The best guarantee of proper conditions of employment at sea is only to sign a contract drawn up in accordance with an ITF-approved collective agreement. Failing that, here is a checklist to follow. Dont start work on a ship without having a written contract. Never sign a blank contract, or a contract that binds you to any terms and conditions that are not specified or that you are not familiar with. Check if the contract you are signing refers to a Collective Bargaining Agreement (CBA). If so, make sure that you are fully aware of the terms of that CBA, and keep a copy of it along with your contract. Make sure that the duration of the contract is clearly stated. Dont sign a contract that allows for alterations to be made to the contractual period at the sole discretion of the shipowner. Any change to the agreed duration of the contract should be by mutual consent. Always ensure that the contract clearly states the basic wages payable and make sure that the basic working hours are clearly defined (for example 40, 44 or 48 per week). The International Labour Organisation states that basic working hours should be a maximum of 48 per week (208 per month). Make sure that the contract clearly stipulates how overtime will be paid and at what rate. There could be a flat hourly rate payable for all hours worked in excess of the basic. Or there may be a monthly fixed amount for a guaranteed number of overtime hours, in which case the rate for any hours worked beyond the guaranteed overtime should be clearly stated. The ILO states that all overtime hours should be paid at a minimum of 1.25 x the normal hourly rate. Make sure that the contract clearly states how many days paid leave per month you will get. The ILO states that paid leave should not be less than 30 days per year (2.5 days per calendar month). Make certain that the payments for basic wages, overtime and leave are clearly and separately itemized in the contract. Dont sign a contract that allows the shipowner to withhold or retain any portion of your wages during the period of the contract. You should be entitled to full payment of wages earned at the end of each calendar month. Never sign a contract that contains any clause stating that you are responsible for paying any portion of your joining or repatriation expenses. Dont sign a contract that contains any clause that restricts your right to join, contact, consult with or be represented by a trade union of your choice. Be aware that an individual employment contract will not always include details of additional benefits. Therefore you should try to obtain confirmation (preferably in the form of a written agreement or contractual entitlement) of what compensation will be payable in the event of: Sickness or injury during the contractual period Death (amount payable to the next of kin) Loss of the vessel Loss of personal effects resulting from the loss of the vessel Premature termination of the contract. Ensure that you are provided with and retain a copy of the contract you have signed. Remember whatever the terms and conditions, any contract/agreement that you enter into voluntarily would, in most jurisdictions, be considered legally binding. Source: ITF Seafarers Bulletin No.20/2006.

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Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

N.T. BRANCH CIRCULAR NO. NT/ISPS/SHIP/06/2006

No. 44-NT(4)/Ship/2003-III Dated : 4th Aug 2006

Subject : Instructions to ship owners on ISPS verification audits for foreign going and coastal vessels The following procedure is to be adopted by all ship owners of Indian registered foreign going and coastal vessels for the conduct of all Interim/ Initial/ Renewal/ Intermediate/ Additional/ Follow up verification audits under the ISPS Code with immediate effect: 1. Requests shall be submitted by the ship owner/ manager directly to the Recognized Security Organisation (Indian Register of Shipping), Powai, Mumbai, requesting for the relevant verification audit, giving at least 3 working days notice in the form of a fax giving the name of the vessel, name of the company, name of port where verification is to be carried out, likely date of verification addressed to: Mr. I.N. Bose, Vice President (Statutory Services)/ Mr. Amit Bhatnagar, Surveyor In Charge (ISPS Cell), Indian Register of Shipping, Mumbai Fax no: 91 22 25703611 OR e-mail to: inbose@irclass.org / amit.bhatnagar@irclass.org / ho@irclass.org 2. Upon receipt of such requests, the Indian Register of Shipping shall inform the Principal Officer of the concerned Mercantile Marine Department if the ship is in India, the Directorate General of Shipping and the ship owners/managers. If the ship is outside India, the Indian Register of Shipping shall inform the Directorate General of Shipping and the ship owners/ managers. 3. The requested audit shall be conducted by the surveyors of the Indian Register of Shipping and/ or surveyors of the Mercantile Marine Department as applicable and the report forwarded to the Directorate. Sd/(Capt. V. Baijal) Dy. Nautical Adviser to the Govt. of India-cumSr. Dy. Director General (Technical)

We have not come on earth for a vacation, we have come here for only one purpose self realisation, god realisation, to learn the lesson of love. Moral: the earlier you realise the better it is, life could be snatched away from us any moment, all over again you will have to begin. Strive for self realisation at ur earliest. By Arun Bhatia 2/O

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July September 2006

Common Illnesses
By Dr. Sachin Bhavsar

Gout
What is gout? Gout is a kind of arthritis caused by too much uric acid in the joints. The acid causes joint pain. Who can get gout? If you eat a lot of foods that are rich in purines, you may get gout. Some of these foods are salmon, sardines, liver and herring. You may get gout if youre overweight, drink alcohol or have high cholesterol. Men have gout more often than women. Some medicines may cause gout, such as certain diuretics (water pills), niacin (a B-complex vitamin), aspirin (taken in low doses), cyclosporine (brand name: Sandimmune) and some drugs used to treat cancer. What is a gout attack like? It may be sudden. It usually starts at night, often in the big toe. The joint becomes red, feels hot and hurts. The joint hurts more when you touch it. Other joints may also be affected. What should I do if I have a gout attack? The sooner you get treatment, the sooner the pain will go away. Your doctor can prescribe medicine to stop the joint swelling and pain. You should rest in bed. Putting a hot pad or an ice pack on the joint may ease the pain. Keeping the weight of clothes or bed covers off the joint can also help. With treatment, your gout attack should go away in a few days. You may never have another attack. What if I dont get treatment? If you dont get treatment, a gout attack can last for days or even weeks. If you keep having more attacks, more joints will be affected, and the attacks will last longer. If you have gout attacks for many years, you may develop tophi (say: toe-fee). These are soft tissue swellings caused by uric acid crystals. Tophi usually form on the toes, fingers, hands and elbows. You may also get kidney disease or kidney stones. Over time, the bone around a joint may be destroyed. What can I do to avoid gout attacks? Your doctor can prescribe medicines to prevent future gout attacks. These medicines can wash the uric acid from your joints, reduce the swelling or keep uric acid from forming. You should lose weight if you need to. If you have high blood pressure or high cholesterol, get treatment and follow a low-salt, low-fat diet. Stay away from alcohol and foods that are high in purines. Drinking lots of water can help flush uric acid from your body.

Sleep changes in older adults

How much sleep do older adults need? Most adults need about 8 hours of sleep at night to feel fully alert when theyre awake. This is usually true for people age 65 or older, too. But as we get older, we might have more trouble sleeping. Many things can get in the way of sleeping well or sleeping long enough. July September 2006 What sleep changes are common in older adults? The sleep-wake cycle changes as we get older, so older adults might get sleepy earlier in the evening and wake up earlier in the morning. Older adults may have trouble falling asleep when they go to bed at night. They might not stay asleep all night. They might wake up very early

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in the morning and not be able to go back to sleep. These problems can make older people very sleepy in the daytime. What causes sleep problems? A number of things can cause sleep problems. By the time an adult is over 65, his or her sleep-wake cycle doesnt seem to work as well. Some lifestyle habits (like drinking alcohol or caffeinated drinks, or smoking) can give people sleep problems. Sleep problems may even be caused by illness, by pain that keeps a person from sleeping, or by medicines that keep a person awake. People of all ages can have these sleep disorders: sleep apnea, restless legs syndrome and periodic limb movement disorder. What is sleep apnea? People with sleep apnea stop breathing during sleep for several seconds. This can happen hundreds of times in a night. Every time, it causes the person to wake up a little bit. Sleep apnea can cause daytime sleepiness. It can also make high blood pressure and heart disease worse. People with sleep apnea usually snore very loudly. Then they stop breathing for 10 to 30 seconds. They start breathing again with a gasp. If you have sleep apnea and are overweight, it might help if you lose weight. Many people need to wear a nasal mask during the night to keep their airways open. The mask treatment is called continuous positive airway pressure, or CPAP. It helps you breathe normally during sleep. Surgery can help some people with sleep apnea. What is restless legs syndrome? This is a creepy-crawly feeling, mostly in the legs. It

makes you want to move your legs or even walk around. It may be worse in the evenings when your legs are at rest. It usually happens every night and may start after you get in bed. The crawly feeling may keep you from falling asleep. Older adults are more likely to have this problem. What is periodic limb movement disorder? A person with this disorder kicks one or both legs many times during sleep. Often the person doesnt even know about the kicking unless a bed partner talks about it. It can get in the way of good sleep and cause daytime sleepiness. Some people with restless legs syndrome also have periodic limb movements during sleep. Medicine may help both of these problems. What can I do to sleep better? Try to go to bed and get up at the same time every day. Try not to take naps longer than about 20 minutes. Dont have caffeinated drinks after lunch. Dont drink alcohol in the evening. It might help you fall asleep, but it will probably make you wake up in the middle of the night. Dont lie in bed for a long time trying to go to sleep. After 30 minutes of trying to sleep, get up and do something quiet for a while, like reading or listening to quiet music. Then try again to fall asleep in bed. Ask your doctor if any of your medicines could be keeping you awake at night. Ask your doctor for help if pain or other health problems keep you awake. Try a little exercise every day. Exercise helps many older adults sleep better.

Live life to the fullest, b aware of mind, flow of thoughts, just see what is going on inside Moral:once you start seeing, ur subconscious mind will not b filled with ve thoughts, let go all ve thoughts by seeing By Arun Bhatia 2/O

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DO YOU KNOW ?
Answers To AprilJune Issue Food For Thought Q. Why is Bikini called so ? A. Bikini is a place in Marshall islands in West Pacific. It was used as an atomic bomb testing site in 1946. A skimpy two-piece swim suit is called a bikini to suggest the explosive effect on the viewer. Q. Why does a banana skin turn black after a few days, even when the banana is kept in the refrigerator ? A. The green skin of Banana contains a gaseous plant hormone, called Ethylene, which diffuses into the fruit and hastens the process of ripening. It is yellow when the fruit is ripe and turns black with the production of more and more Ethylene. Q What is a DNA signature ? A. Every human cell consists of DNA, the blue print for all life and a genetic code that is unique to each individual. DNA is natures digital signature. Our DNA signature helps forensic experts in detecting crime, tracking family lineage, etc. various agencies are working on creating DNA signatures data for future use. Q. Where does Santa Clause live ? A. Nobody really knows for sure where Santa Clause lives. However in 1925 Santa Clauses official residence was decided to be Lapland in Northern Finland. News of Santas new residence was announced on radio by Markus Rautio in 1925. Q. What is a Barmy Army and the Tartan Army ? A. The Barmy army refers to the large group of dedicated cricket fans which follows the England team around the world. The aim of Barmy, (which means mentally irregular), Army is to make watching cricket more fun and more popular. The Tartan Army comprises of a band of supporters of the national football team of Scotland. These supporters July September 2006 regularly attend matches involving Scotland, around the world. Tartan means a cloth having a criss-cross design. Tartan Army is biggest in size and noisiest whenever Scotland plays its greatest rival, England.

And Now This Issues Do You Know Q. Which was the first newspaper to be published? Where was it published and when? A. The earliest known newspapers, even before the invention of printing, include the Acta Diurna (Daily Happenings) of the Roman Empire and the gazzets published in China during the first centuries of the Christian era. The Acta Diurna was launched in 59 B.C. at the behest of Julius Caesar. The news collected by reporters called Actuarii, employed by the state who posted the Acta on a whitened board so that all could read or copy the reports of the war, speeches, legal decisions, political events, marriages, divorces, accidents and deaths. Q. What is the meaning of Knee-Jerk Reflex ? A. It is a reflex which occurs when the knee is tapped below the knee-cap. Sensors that detect stretching of the tendon of this area send electrical impulses back to the spinal cord, which automatically sends signals back along the nerve to muscles on the front of the thigh. These muscles are then activated to contract, causing a jerk. The brain is not involved in the reflex. The process has given rise to the phrase knee-jerk reaction meaning an automatic, predictable response. Q. Why does the sun set as late as 11 p.m. in Northern European countries in summer ? A. The earth rotates on it own axis which is tilted at certain angle. When it is Summer in the Northern Hemisphere, the North Pole is tilted towards the sun and the South Pole away from the Sun. Hence the Northern Hemisphere receives sunlight for more time than the Southern Hemisphere, as the rotation at the poles is the least. The sun here sets at around 11 p.m. and rises at about 4 a.m.

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Q. Why do we sometimes hiccup after eating spicy food ? A. Sometimes when we chew on the pungent spice, chemicals like Cryptocapsin, Capsorubin Diester, Violaxanthin, Capsacin, Capsicidin and Capsicosin are released in the mouth in the form of fine sprays, along with other vitamins. These substances which cause a burning sensation in the mouth and food pipe, enter the lungs and disrupt the normal rhythm of the diaphragm. The diaphragm then begins to contract and relax faster in order to expel the pungent air out of the lungs. While doing so abnormal hiccup is generated to maintain the homeostasis of the body. Q. What is Liposuction? A. Liposuction is a popular plastic surgery, which removes fat from certain parts of the human body viz., abdomen, thighs and buttocks, by liquefying it and removing it through a hollow needle. In some cases,

more extreme measures such as Abdominoplasty are required to remove excess fat. Food For Thought Q. 1 What is the difference between a computer virus and a computer worm ? Q. 2 When were the Khajuraho sculptures created ? Q. 3 What are California Cages ? Q. 4 How did the popular magic trick of pulling a rabbit out of a hat originate ? Q. 5 How may units of blood can a healthy man donate at a time ? How long does it take to replenish the lost blood in the body ? Answers in the coming issue. Till then...keep thinking.

Words of Wisdom
1) Ive missed more than 9000 shots in my career. Ive lost almost 300 games. 26 times, Ive been trusted to take the game winning shot and missed. Ive failed over and over and over again in my life. And that is why I succeed. - Michael Jordan 2) The word politics is derived from the word poly, meaning many, and the word ticks, meaning blood sucking parasites. - Larry Hardim 3) All personal breakthroughs begin with a change in beliefs. - Anthony Robbins 4) To begin to think with purpose is to enter the ranks of those strong ones who only recognize failure as one of the pathways to attainment. - James Allen 5) I dont know the key to success, but the key to failure is trying to please everybody. - Bill Cosby 6) Think excitement, talk excitement, act out excitement, and you are bound to become an excited person. Life will take on a new zest, deeper interest and greater meaning. You can think, talk and act yourself into dullness or into monotony or into unhappiness. By the same process you can build up inspiration, excitement and surging depth of joy. - Norman Vincent Peale 7) Common sense and a sense of humor are the same thing, moving at different speeds. A sense of humor is just common sense, dancing. - Clive James 8) Go confidently in the direction of your dreams. Live the life youve imagined. As you simplify your life the laws of the universe will be simpler. Thoreau 9) I like nonsense; it wakes up the brain cells. Fantasy is a necessary ingredient in living; its a way of looking at life through the wrong end of a telescope. Which is what I do, and that enables you to laugh at lifes realities. - Dr. Seuss 10) You have to find something that you love enough to be able to take risks, jump over the hurdles and break through the brick walls that are always going to be placed in front of you. If you dont have that kind of feeling for what it is youre doing, youll stop at the first giant hurdle. - George Lucas

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Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

CREW BRANCH CIRCULAR NO. 1 OF 2005

No: 8(8)CR/2005 Dated: 26th June, 2006 Sub.: Merchant Shipping (Recruitment and Placement of Seafarers) Rules, 2005 Quarterly report 1. Under rule 5(1)(h) of Merchant Shipping (Recruitment and Placement of Seafarers) Rules, 2005 as amended, the Recruitment and Placement Services are required to submit quarterly report in Form IV. 2. These quarterly reports are required to be submitted on completion of every quarter ending on March, June, September and December of the calendar year. 3. The Seamens Employment Office at Mumbai/ Kolkata/Chennai are requested to ensure that all the Recruitment and Placement Services to whom licences have been issued comply with the above requirement. 4. A control register should be maintained to monitor the receipt of the reports. Sd/(Neera Malhotra) Dy. Director General of Shipping

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A Union ship is a happier ship

Survey also finds more positive attitudes among crews on national-flag vessels
The message from 627 non-officer-ranked seafarers, or ratings, surveyed over the past two years in a major international study is clear: seafarers feel happier, healthier and more valued when employed on national carriers than on flag of convenience (FOC) ships. But those on FOC ships feel distinctly better off if they are serving on a ship with an ITF agreement. The survey also confirms what trade unions already believed to be likely that FOC car carriers have a relatively high coverage of ITF agreements compared to the general fleet. The research, which was jointly funded by the United Nations Economic and Social Council and the Seafarers International Research Centre in Cardiff, UK, took 21 months to complete. It was conducted using a variety of techniques, including interviews, focus groups and onboard observation. Motivated to sign up In the entire international fleet of all types of ships about 60 per cent are generally reckoned to carry FOCs and 40 per cent national flags. Of those ships that are FOC, the ITF estimates that about 30 per cent are covered by one of its collective agreements. Trade union officials are of the view that because car carriers have high value cargo and run on very tight schedules, they are more likely to take out the insurance policy of an ITF agreement. Also relevant is that Japanese ownership is disproportionately high in the car carrier sector and Japanese companies are likely to belong to the Joint Negotiating Group which, along with the ITF, forms part of the International Bargaining Forum. The IBF negotiates pay and conditions for seafarers on FOC ships. The survey results match the general pattern of national versus FOC distribution (40 per cent national flags versus 60 per cent FOC), while the percentage of FOCs with union agreements is considerably higher than in the general picture. Of all the FOC car carriers, 62 per cent have uniform (known as total crew cost or TCC) ITF agreements, nine per cent have agreements negotiated by the IBF, of which the ITF is a member, and 28 per cent have no ITF-recognised agreement. Patterns of perception But what difference does the presence of national flags and the different types of agreement make? A great deal of difference, according to the results of our survey. And what is particularly impressive, is that the same pattern of responses permeates a whole number of aspects of shipboard life and working conditions. Ratings working under national flags are more likely to express positive attitudes about their relationships with their company and crewing agency (which in the case of national flags are usually company specific) than those working on FOC ships with agreements. And these in turn are much more likely to do so than those on FOCs without agreements. We asked seafarers some standard questions about their pride in and loyalty to their companies. Respondents may have thought it prudent to give positive responses to such questions, but they still did so in a differentiated manner according to the same pattern, which in turn reflected the pattern of provision of welfare benefits, including those for retirement and health care. The ITF agreements are not fully comprehensive. As a result of the contractual nature of employment in the industry, the TCC agreement does not cover pensions. Apart from Singapore, most seafarers from Asian countries have no retirement pension contribution from their employer and this is also rare for those from Indian Ocean and East European countries. These agreements are similarly silent on the provision of medical care when on leave. Filipinos (the largest national group) have medical health cover for a maximum period of six months when on leave, and it is mandatory for them to contribute to a medical insurance

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system. Seafarers from the Indian Ocean, East European and Asian countries are less fortunate, the great majority 95, 100 and 72 per cent of those surveyed respectively have no such benefit. The need to feel valued On matters relating to training and skill development and to hours of work and rest, the pattern is once again clear: those working under national flags are more likely to make positive evaluations than those under ITF-recognised agreements, and these again tend to be more positive than those on FOC ships with no agreements. Such responses go hand in hand with ratings evaluations of their officers performance, as judged by how well they keep them informed, treat them fairly and similar indicators. Various dimensions of work experience point in the same direction. They are to be seen in ratings perceptions of how well they are consulted and of the influence they perceive themselves to have over how they work. They relate to how hard they work and issues related to stress and job security; and to further important aspects of work their satisfaction with pay, physical, working conditions and the extent to which they report having worked in physical pain or discomfort.

Overall, it is clear that ratings who work on FOC ships that lack ITF agreements are the most disadvantaged. Among other things, they are less likely to be encouraged to develop their skills, to feel that their jobs are secure or to be consulted on crewing, pay, health and safety and other issues. And they are less likely to feel that they have any influence over their work. Not surprisingly, they are less likely to take pride in who they work for. The majority of ratings on car carriers lack six hours uninterrupted rest a day, but those on ships that lack ITF agreements are particularly likely to do so. They are also more likely to feel they work very hard, to feel pushed for time and to worry about their jobs during their rest hours. In future, too, they will be more likely to lack free email communication home a new ITF agreement that comes into effect in 2006 includes the provision of funding for this on each IBF ship. The message for those wanting to go to sea on car carriers is clear enough: go for a national flag. Failing that go for an FOC with an ITF agreement. Source : ITF Seafarers Bulletin 20/2006

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PF Vs. PPF : Whats The Difference?

1. What is PPF and PF? EPF / PF The Employee Provident Fund or Provident Fund as it is normally referred to, is a retirement benefit scheme that is available to salaried employees. Under this scheme, a stipulated amount (currently 12%) is deducted from the employees salary and contributed towards the fund. This amount is decided by the government. The employer also contributes an equal amount to the fund. However, an employee can contribute more than the stipulated amount if the scheme allows for it. So, lets say the employee decides 15% must be deducted towards the EPF. In this case, the employer is not obliged to pay any contribution over and above the amount as stipulated, which is 12%. PPF The Public Provident Fund has been established by the central government. You can voluntarily decide to open one. You need not be a salaried individual. You could be a consultant, a freelancer or even working on a contract basis. You can also open this account if you are not earning. Any individual can open a PPF account in any nationalized bank or its branches that handle PPF accounts. You can also open it at the head post office or certain select post offices. The minimum amount to be deposited in this account is Rs.500 per year. The maximum amount you can deposit every year is Rs.70,000. 2. What is the return on this investment? EPF: 8.5% per annum PPF: 8% per annum 3. How long is the money blocked? EPF The amount accumulated in the PF is paid at the time of retirement or resignation. Or, it can be transferred from one company to the other if one changes jobs. In case of the death of the employee, the accumulated balance is paid to the legal heir. PPF The accumulated sum is repayable after 15 years. The entire balance can be withdrawn on maturity, that is, after 15 years of the close of the financial year in which you opened the account. It can be extended for a period of five years after that. During these five years, you earn the rate of interest and can also make fresh deposits. 4. What is the tax impact? EPF The amount you invest is eligible for deduction under the Rs.1,00,000 limit of Section 80C. If you have worked continuously for a period of five years, the withdrawal PF is not taxed. If you have not worked for at least five years, but the PF has been transferred to the new employer, then to it is not taxed. The tenure of employment with the new employer is included in computing the total of five years. If you withdraw it before completion of five years, it is taxed. But if your employment is terminated due to ill-health, the PF withdrawal is not taxed. PPF The amount you invest is eligible for deduction under the Rs.1,00,000 limit of Section 80C. On maturity, you pay absolutely no tax.

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5. What if you need the money? EPF If you urgently need the money, you can take a loan on your PF. You can also make a premature withdrawal on the condition that you are withdrawing the money for your daughters wedding (not son or not even yours) or you are buying a home. To find out the details, you will have to talk to your employer and then get in touch with the EPF office (your employer will help you out with this). PPF You can take a loan on the PPF from the third year of opening your account to the sixth year. So, if the account is opened during the financial year 1997-98, the first loan can be taken during financial year 1999-2000 (the financial year is from April 1 to March 31). The loan amount will be up to a maximum of 25% of the balance in your account at the end of the first financial year. In this case, it will be March 31, 1998. You can make withdrawals during any one year from the sixth year. You are allowed to withdraw 50% of the

balance at the end of the fourth year, preceding the year in which the amount is withdrawn or the end of the preceding year whichever is lower. For example, if the account was opened in 1993-94, and the first withdrawal was made during 1999-2000, the amount you can withdraw is limited to 50% of the balance as on March 31, 1996, or March 31, 1999, whichever is lower. If the account extended beyond 15 years, partial withdrawal upto 60% of the balance you have at the end of the 15 year period - is allowed. The better option? In both cases, contributions get a deduction under Section 80C and the interest earned is tax free. Having said that, PF scores over PPF in two aspects. In the case of PF, the employer also contributes to the fund. There is no such contribution in case of PPF. The rate of interest on PF is also marginally higher (currently 8.50%) than interest on PPF (8%).

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Kitchen Corner
Compiled by Vijendra S. Thapa Office Superintendent, MUI

MANCHOW SOUP
Ingredients : Oil - 2 tbs. Chopped garlic - 2 tsp. Chopped mushroom - cup Chopped capsicum - cup Chopped carrots - cup Cooked, chopped chicken meat - cup Chicken stock - 1 litre Dark Soya sauce - 2 tsp. Corn flour - 2 tbsp. Water - cup Salt & pepper - to taste Aginomoto - tsp. Method : 1. 2. 3. 4. 5. Heat the oil. Fry garlic till dark brown and fragrant. Add vegetables and stir fry. Add chicken meat, stock and seasoning. Simmer for 2-3 minutes. Add Soya sauce and thicken with corn flour, mixed with water. Allow to boil, reduce the heat and simmer for 2-3 minutes.

Note : Vegetarians may omit the chicken and use water or vegetable sauce instead of chicken stock.

MUSHROOM CROQUETTE
Ingredients : 4 potatoes, boiled, peeled and mashed Salt as per paste 1 tsp. amchoor powder tsp. garam masala Oil for deep frying For Filling Ingredients : Grind together: 4 green chillies 2 garlic flakes 1/2" ginger 1 tsp. red chilli powder 1/4 tsp. turmeric powder

Ingredients : 1 cup mushroom, chopped finely 1 onion, chopped finely Salt as per taste Pepper as per taste 1/2 cup chopped coriander 1 tsp lemon juice 1 tsp oil Method : Filling 1. Heat oil 2. Fry onion till transparent 3. Add mushroom, saute for 3 minutes 4. Add rest of the ingredients July September 2006

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5. Mix it well 6. Let it cool 7. Make 10 small balls of the mixture. Keep aside Croquettes: 1. In mash potatoes, add salt, amchoor powder, garam masala and grinded powder 2. Mix it well 3. Make 10 balls of the mixture 4. Flatten the ball, and put one ball of the filling 5. Cover the small ball with the outer covering 6. Press the ball lightly 7. Repeat for all 10 balls 8. Deep fry till golden brown 9. Serve hot with ketchup

PATRA NI MACHHI (Chutney Fish in Banana Leaf)

Ingredients : 2 big pomfrets, weighing approx 500gm each Banana leaves to wrap For the Chutney: 1 coconut, freshly grated 4 green chillies 1 tsp jeera 9 cloves garlic 3 cups fresh coriander leaves cup fresh mint leaves (optional) 1 tsp tamarind paste 1 tsp lemon juice Method : 1. Cut the fish into slices 2. Marinate the fish pieces for 1/2 hour in salt 3. Grind all the chutney ingredients together 4. Cut the banana leaves into strips large enough to wrap around each piece of fish 5. Heat each piece of leaf over a flame for a few seconds to soften 6. Grease one side of banana leaves 7. Wash the fish and coat it with chutney 8. Put each fish piece on the greased side of each banana leaf and roll up 9. Tie with thread 10. Steam or bake for about half an hour or till the fish is done 11. Serve hot

ROASTED GREEN CHILLI AND ASAFOETIDA CHUTNEY

Ingredients : Coconut - cup, grated Roasted gram - cup Green chillies - 10-12 Asafoetida powder - tsp. Tamarind - tsp. Salt - to taste Oil - 2 tbsp. For Seasoning (Tadka) Oil - 1 tbsp. Mustard - 1 tsp. Black gram (urad) dal - 2 tsp. Curry leaves - few July September 2006 Method : 1. Heat oil in a small fry pan. Roast green chillies till they loose the green color. Add gram and roast till light brown. Add asafoetida, mix well and remove from fire. Allow to cool. 2. Grind all these with tamarind and coconut, to a paste, with some water. Add salt to taste. 3. Heat oil for seasoning. Add mustard. When it splutters, add dal and curry leaves. Fry for few seconds and add to the chutney.

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SPINACH CHEESE RICE

Ingredients 1 bunch spinach leaves washed, drained cup grated cheese 1 cups basmati rice 5 green chillies 1" piece ginger 1 tbsp. butter 1 onion slice into thin long strips Salt to taste tsp. dalchini (cinnamon) 1 pinch clove powder 1 cup cabbage thinly chopped juice of 1 lemon cup milk Method : 1. Keep plenty of water to boil. When hot add salt, 8-10 drops lemon juice and rice. Cook till almost done 2. Drain in colander. Cool by spreading on a thali or plate. Keep aside. 3. Put spinach, green chillies and ginger in a blender. Do not add water. The sustained water is enough for blending 4. Warm butter in kadai (pan), add the spice powder and onions 5. Fry till they are light brown. Add cabbage, lemon juice, salt and spinach paste. Fry for 5 minutes 6. Add the above fried masala to rice leaving behind 1 tbsp. mixture 7. Add half cheese. Delicately blend the masala with rice till evenly mixed 8. Preferably with finger so grain does not break 9. Transfer to a casserole, spread the leftover paste on the rice 10. Sprinkle the remaining cheese and the milk 11. Bake for 15 minutes, covered with foil or cling film depending on the oven 12. Serve hot.

BREAD AND BUTTER PUDDING

Ingredients - thick white loaf 2 oz. - unsalted butter 10 fl. oz. - double cream 2 - eggs 1 oz. - sugar and a few drops of vanilla essence 2 tsp. - nutmeg freshly grated 2 - lemons 2 oz. - sultanas Method : 1. Slice the bread thickly and halve each round 2. Butter generously and arrange in a shallow, buttered dish with a pinch of lemon zest and a few sultanas between each slice. Sprinkle on the nutmeg 3. Beat the eggs well with the cream and add the sugar and vanilla essence and pour over the bread 4. Bake in a moderate oven for an hour until the top has crisped and serve hot or cold.

COOKING TIPS
To reduce fat in the chicken by about 10 grams per serving, remove the skin before marinating it. If you have forgotten to soak pulses like chana overnight, just put the chana in a flask full of boiling water for an hour. They are ready for cooking. To make a soft fluffy omelet heat a non-stick pan and add a little more butter than usual. Now beat the egg and stir briskly (even while frying) with a fork. This way more air goes in your omelet, making it light and fluffy. Cook till done and serve hot. Coconut milk when kept overnight in the fridge forms a white layer on top. This layer can be used as fat instead of oil for frying mutton or chicken. Add a little oil and turmeric powder to the dal before July September 2006

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placing it in the cooker. It will get done in ten minutes flat. Adding a cupful of grated carrot or beetroot to the coconut while making coconut burfi will give you natural colouring and nutritional benefits. To refresh stale bread, sprinkle it with water, wrap it in a foil and heat it in the oven on 200 C for about five to ten minutes. Adding a spoonful of curd to ladyfingers while cooking will ensure that they do not stick to the vessel or turn black. Sprinkle a bit of salt in the frying pan before adding chicken. It will cut down on the amount of grease splattering. Peel and cut potatoes and boil them in water to which a little vinegar is added. They will be done in no time and will retain the texture as well. While grinding the batter for idlis replace 1/5 quantity of rice with pressed rice (poha). This will make the idlis fluffier. Place rolled puris in the fridge for ten minutes before frying them, they will consume less oil and will be crisper. To make dosas more crisp, add a little fenugreek (methi) seeds to the lentil (masoor dal) and rice mixture while soaking. Rather than using food colors, use a mixture of limewater and turmeric to get (almost) tandoori color. Always add salt to the water while boiling vegetables. This enhances their natural flavour and diminishes the need to add salt at the table. Add a pinch of salt to the oil while frying pakodas or koftas and you will use up less oil.

To preserve the white colour in cauliflower and cabbage, add a teaspoon of milk or milk powder while cooking. When soups or stews get slightly burnt you can renew the taste by transferring it gently and carefully into a clean pan and flavouring with curry powder or mustard to camouflage the burnt taste. The art of making good naan khatais lies in beating of the mixture till it becomes light and fluffy. Also only vanaspati should be used to make them. When boiling potatoes for cutlets add the salt to the water itself as potatoes absorb salt better this way. Onions will brown faster if half a teaspoon of salt is added to the onions while frying. While cooking ladyfingers (okra) add a few drops of lemon juice or a spoonful of yogurt to avoid becoming sticky. Use crushed vermicelli to coat your cutlets for a change. The cutlets will have a nest-like appearance. Onions will boil faster if you make X-shaped cuts in the root ends. A pinch of turmeric powder and a teaspoon full of ghee added to dal before pressure-cooking it will give it a better flavour. To roll out the perfect bhatura, roll out small portions of the maida dough into small puris, cover with a damp cloth. Roll them out to the desired size just before frying. The dough will be elastic, makes rolling more efficient. Curry leaves used in any dish are usually discarded. To prevent this, here is a simple idea. In about one to two teaspoons of oil, fry washed curry leaves till crisp. Now, crush with hands or coarsely powder in a mixie. Store this curry powder in an air-tight bottle and use it to flavour gravies, chutneys, idli batter, etc.

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Laugh A Little
Compiled by Vijendra S. Thapa Office Superintendent, MUI
Banta was was looking at a WANTED poster & was wondering Saala wanted tha to photo kheenchne ke baad use jaane kyon diya ? *** Pappu was writing his fathers name on a 1000 Watt Bulb. Santa asked him: What are you doing? Pappu: Aapka naam roshan kar raha hoon. *** Santa went to battery shop and asked to change battery. The shopkeeper asked: Exide laga du? Bonty: Dusri side tera baap lagayega kya? *** Banta was driving down the highway past a sign that said: Clean Toilets 8 Kms. By the time he drove eight kms he had cleaned 14 Toilets. *** Q: Why was Banta writing the exams near the door? A: Because it was an Entrance Exam. *** Women are confusing.. Before marriage they expect a man, after marriage they suspect a man, after he dies they respect the man. *** An astronomer was watching the sky from his telescope. Santa was observing him. Suddenly a star falls, seeing that Santa shouts: Kya nishana lagaya hai !! *** Banta spent 20 minutes looking at the orange juice box because it said concentrate. *** Panting and sweating, Santa and Banta on a tandem bicycle finally made it to the top of a steep hill. That was a tough climb, said Bonty. Sure was, replied Monty, And if I hadnt kept the brakes on, we would have slid down back. *** Doctor: Your husband needs rest and peace. Here are some sleeping pills. Wife: When must I give them to him?? Doctor: They are for you. *** Two men are approaching each other on a sidewalk. Both are dragging their right foot as they walk. As they meet, one man looks at the other knowingly, points at his foot and says: Kargil, 1999. The other hooks his thumb behind him and says: Dog Shit, 20 feet back. *** Last week I asked my wife what she wanted as a present for her birthday. Oh, I dont know, she said. Just give me something with diamonds. Thats why Im giving her a pack of playing cards. *** A guy was very fond of sensational and detective novels, but he always started reading from the middle. A friend of his asked why he did so? It is doubly interesting, said the guy. To start from the middle keeps one curious not only about its conclusion but also about its beginning. *** Facts of Life: One woman brings you into this world crying and the other ensures you continue to do so for the rest of your life! *** There is only one perfect child in the world and every mother has it. There is only one perfect wife in the world and every neighbour has it. *** Man receives telegram: Mother-in-law dead should be buried or cremated? Son-in-law: Dont take any chances. Burn the body and bury the ash. *** Q: Why did Santa and his 17 friends go to a movie? A: Because below 18 was not allowed!!! *** July September 2006

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Banta happened to be in a queue at a railway station ticket counter with a man ahead of him. Ek Punjab Mail dena, demanded the man in front. He was given a ticket. Then came the turn of Banta Singh, Ikk Punjab female dena! What do you mean by Punjab female? asked the clerk. For my wife, replied Banta. *** Once Santa Singh broke his leg when he threw his cigarette butt down the manhole and tried to step on it. *** Whats Ford? Santa: Gaadi. Whats Oxford? Santa: So simple. Bada Gaadi *** Q: Why did Santa throw the butter out of the window? A: He wanted to see butterfly! *** Q: Why did Santa put his finger over the nail when he was hammering? A: The noise was giving him aheadache. *** American: In our country, marriage even takes place with email. Santa: In India, it is only with female. *** Santa could not understand why his sister had two brothers and he only had one. *** Q: Banta ordered a pizza and the clerk asked if he should cut it in six or twelve pieces. A: Six pieces, I could never eat twelve pieces. *** Phases of a Man!!! Before Finding a Girl Spiderman. After Finding his Girl - Superman After the Engagement - Gentleman After the Marriage - Watchman 10 years After Marriage Doberman *** Banta Singh was painting his living room one hot day. Why, his friend Santa Singh asked him, are you wearing two jackets?. Because, said Banta Singh, The directions on the can said to put on two coats. *** Santa Singh and Banta Singh were discussing how they would like to die. Santa said, When I die, I want to go peacefully like my Grandfather did, in his sleep. I dont July September 2006

want to die screaming like some of his friends, who also died at the same time. Banta asked, How did his friends die screaming while your grandfather died sleeping peacefully? Santa Singh replied, His friends were the passengers in the car he was driving. *** Banta was bragging to his boss one day You know, I know everyone there is to know. Just name someone, anyone, and I know them. Tired of his boasting, his boss asked him, Okay, Banta how about Tom Cruise? Sure Sir, Tom and I are old friends and I can prove it. So Banta and his boss fly out to Hollywood and knock on Tom Cruises door. Sure enough, Tom Cruise greets them when the door is opened. Banta! Great to see you! You and your friend come right in and join me for lunch! Although impressed, Bantas boss is still skeptical. After they leave Cruise house, he tells Banta that he thinks Bantas knowing Tom Cruise was just lucky. No, no, just name anyone else, says Banta. President George W Bush, his boss quickly replys. Yes, Banta says, I know him. Lets fly out to Washington. At the White House, George Bush spots Banta on the tour and motions him and his boss over saying, Banta, what a surprise, I was just on my way to a meeting, but you and your friend and come on in and have a cup of tea first. Well, the boss is much shaken by now, but still not totally convinced. After they leave the White House, he expresses his doubts to Banta, who again implores him to name anyone else. The Pope, his boss replies. Sure! says Banta. Ive known the Pope for a long time. So they fly to Rome. Banta and his boss are assembled with the masses in Vatican Square when Banta says, This will never work. I cant catch the Popes eyes among all these people. Tell you what, I know all the guards so let me just go upstairs and Ill come out on the balcony with the Pope. And Banta disappears into the crowd headed towards the Vatican. Sure enough, half an hour later Banta emerges with the Pope on the balcony. But by the time Banta returns, he finds that his boss has had a heart attack and is surrounded by paramedics. Working his way to his bosss side, Banta asks him, What happened? His boss looks up and says, I was doing fine until you and the Pope came out on the balcony when the man next to me said, Whos that on the balcony with Banta? ***

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ICRA Rating confirms outstanding status for HIMT

Chennais HIMT bags highest rating Awarded Grade 1
ICRA, the apex credit-rating agency, has accorded Hindustan Institute of Maritime Training (HIMT) of Chennai, a top grading and termed all its Post-Sea courses Outstanding. The recognition from a private grading agency only lends greater credence to claims that HIMT is a premier postsea training academy, and perhaps is the only institution of its kind offering a record number of DGS-approved courses; 52 to be precise, all under the prestigious ISO quality umbrella. Maximum approved courses in India HIMT presently conducts about 70 courses of which 52 courses are approved by the Directorate General of Shipping, highlighting the dedication of HIMT to maritime training. It also speaks volumes for the confidence level of the administration, which has granted HIMT an average of 10 approvals a year, and keeps monitoring training activities regularly by undertaking inspections of the facilities. Top choice of candidates HIMT has till date trained over 50,000 candidates. Candidates who have attended a course here repeatedly choose HIMT for other courses too. There are some who have done a remarkable 15 courses at HIMT which speaks for HIMTs popularity and acceptance level amongst students. Faculty HIMT has more than 30 permanent faculty including senior Master Mariners and Chief Engineers from the Merchant Navy. Almost all those who joined HIMT since its inception still remain associated. In addition, HIMT has a pool of over 50 visiting faculty members who assist with various courses by offering expert guest lectures on specialized subjects. Top management involved in feedback system In addition to the formal written feedback forms, individual feedback from each candidate is taken by an independent assessor, even by the MD himself at times. This helps the management to take prompt corrective steps if any. Several firsts with specialized courses HIMT is the first private maritime institute to start up in Southern India. Specialized courses like Passenger Ship Safety (Crisis Management) course, GASCO, CHEMCO and Chief Engineers Revalidation course, amongst others. High frequency of courses HIMT has conducted a total of around 4000 batches of various courses, whereby the expertise level and familiarity of the faculty in conducting courses is quite high indeed. No cancellations HIMT conducts courses even if there are only a few candidates, whereby the candidates are not left high and dry at the last minute. Expert Guest-lecturers Excellent guest lectures from the industry support the course faculty. Unique digital library HIMT has a digital library for candidates, with ample data including latest information downloaded from the Internet, machinery manuals and maintenance/safety videos. Library available even after completion of courses HIMT offers its library service to all seafarers even after they have completed their course at HIMT. Highly ethical Above all, the greatest strength of HIMT is that the Management and staff are highly ethical, steering clear of unprofessional or unprincipled conduct.

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PROVISIONALLY APPROVED LIST OF RECRUITMENT & PLACEMENT OF SERVICES FOR WHICH INDIAN REGISTER OF SHIPPING, MUMBAI HAS RECOMMENDED ISSUE OF LICENCE AS ON 7.7.06.
NO. COMPANY NO. COMPANY 1 VINU SHIPPING AGENCY PVT. LTD. 2 M/s. LALKAR MARINE PVT. LTD. 3 M/s. EVANGROVE SHIPPING PVT. LTD. 4 ANGLO EASTERN SHIP MANAGEMENT LTD. 5 OSM MARITIME SERVICES PVT. LTD. 6 ALBATROSS MARINE SERVICE 7 MSC MANAGEMENT INDIA LTD. 8 HERALD MARITIME SERVICES PVT. LTD. 9 J.M. BAXI & CO. 10 CREST MARITIME SERVICES 11 RACE SHIPPING & TRANSPORT CO. PVT. LTD. 12 PARAMOUNT SHIPPING & MANAGEMENT PVT. LTD. 13 CONFIDENCE SHIPPING CO. PVT. LTD. 14 LINK INDIA MARINE PVT. LTD. 15 PELICAN MARINE PVT. LTD. 16 DOCKENDALE SHIPPING CO. LTD. 17 SEAHORSE SHIP AGENCIES PVT. LTD. 18 TECTO INDIA PVT. LTD. 19 SUNSHIP MARINE LTD. 20 K STEAMSHIP AGENCIES PVT. LTD. 21 TANKER PACIFIC MANAGEMENT (INDIA) PVT. LTD. 22 ADARSH SHIP MANAGEMENT PVT. LTD. 23 SIRIUS MARITIME MANAGEMENT INDIA PVT. LTD. 24 UNIVAN SHIP MANAGEMENT LTD. 25 APS MARITIME SERVICES PVT. LTD. 26 SEAKING INTERNATIONAL 27 N A MARINE SERVICES PVT. LTD. 28 CENMAR MARITIME AGENCIES (INDIA) PVT. LTD. 29 WILCO SHIPMANAGEMENT & TRAVELS PVT. LTD. 30 EBONY SHIP MANAGEMENT PVT. LTD. 31 BW SHIPPING MANAGERS PVT. LTD. 32 E.C. SHIP MANAGEMENT CO. LTD. 33 WEST ASIA EXPORTS AND IMPORTS (INDIA) PVT. LTD. 34 KILLICK MARINE SERVICES LTD. 35 WEST COAST MARITIME 36 TIMELINE SHIP MANAGEMENT 37 ASIA MARITIME SERVICES PVT. LTD. 38 FORTUNE SHIPPING LINES PVT. LTD. 39 ANDROMEDA SHIPPING (INDIA) PVT. LTD. 40 LAL SHIP MANAGEMENT PVT. LTD. 41 DRS MARINE SERVICES PVT. LTD. 42 PACIFIC SHIPMANAGEMENT 43 MARLOW NAVIGATION INDIA PVT. LTD. 44 SEVEN SEAS SHIPPING AGENCY PVT. LTD. 45 MMS MARITIME AGENCY (INDIA) PVT. LTD. 46 DYNACOM TANKERS MANAGEMENT PVT. LTD. 47 MITSUI O.S.K. LINES MARITIME (INDIA) PVT. LTD. 48 TEEKAY SHIPPING (INDIA) PVT. LTD. 49 MARINE MANAGEMENT SERVICES PVT. LTD. 50 UNITED OCEAN SHIP MANAGEMENT PVT. LTD. 51 NAUTICAL MARINE MANAGEMENT SERVICES PVT. LTD. 52 NORTRANS MARITIME SERVICES 53 FLEET PERSONNEL P. LTD. 54 KNK SHIP MANAGEMENT 55 MAERSK INDIA PVT. LTD. 56 DANAUTIC SHIP MANAGEMENT PVT. LTD. 57 V. SHIPS INDIA PVT. LTD. 58 SVS MARINE SERVICES PVT. LTD. 59 ARCH SHIPPING SERVICES 60 EXPEDO MARINE SERVICES INDIA PVT. LTD.

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Rise Of Modern-day Pirates

Forget Johnny Depp and cutlasses. Pirates today carry AK-47s and use speed boats to plunder gas tankers and aid ships. Off Aceh, Malacca Straits: Armed pirates in an unlit speedboat, blue hull, length about 10 metres approached a bulk carrier underway. They tried to board from stern. Raised alarm, crew mustered and activated fire hoses and directed search lights. Noticing crew alertness, pirates aborted boarding. This isnt a scene from a movie, its a real-life report of a pirate attack off the coast of Indonesia. The pirates are not always foiled. The International Maritime Bureaus piracy monitoring centre has already recorded six attacks including two which succeeded in robbing ships carrying relief to tsunami-affected areas. The big worry is that the attacks are getting much more violent, says Andrew Linington, of the maritime officers union, NUMAST, which warns about the escalating problem. Its moved on from being maritime muggings, where half a dozen robbers would steal something and escape, to something much more organised with much greater use of weaponry. Theyre carrying AK-47s and in a number of cases using rocket-propelled grenades, says Mr. Linington. Hes amazed that the attacks havent yet - resulted in a major disaster. Weve had cases where a fully-laden oil tanker has sailed down the Malacca Straits, the second busiest shipping route in the world, with no one at the controls because the crew have all been held at gunpoint. Weve had gun battles being fought on board gas tankers. And what worries us is that if this continues unchecked its going to be seen as a big advert for terrorists telling them how easy it is to take over a ship. Phantom ships: The problem of modern-day piracy has been scrutinised by the House of Commons transport select committee, which published a report calling for a tough international response to a 168% increase in attacks. And it dispelled the notion that any hint of Hollywood glamour might surround these modern-day pirates. We must be clear about what piracy involves: kidnapping, theft, assault, rape, wounding, murder. There is nothing remotely romantic about the perpetrators of these appalling crimes, says the committee chairman, Gwyneth Dunwody. The MPs have strongly rejected the governments argument that there is no evidence that piracy could be exploited by terrorists. This is the wrong message for the government to send out, says the committees report, which warns that a ship seized by terrorists could be used for terrible ends. It highlights the fears that terrorists could already have phantom ships which have been taken in pirate attacks and which have had their identities changed. But who are these modern day pirates? Are they anything like the movies? Colourful pirates dont exist. Theyre either wellorganised gangs, making a lot of money out of it, or opportunistic thieves, says Ian Taylor, editor of Cargo Security International. Their target might be those on board as much as the cargo, as the current trend is for pirates to seize crews and demand a ransom from their employers. Abducting a crew can yield a $200,000 ransom for a pirate gang in Somalia, says Paul Singer, of Securewest International. NUMASTs Andrew Linington says attacks show increasingly sophisticated planning and tactics that suggest military training. The suspicion among seafarers is that in some parts of the world there is only a fine line between who is a pirate and who is a law enforcer. Preventing attacks is becoming a bigger challenge for shipping firms. The International Maritime Bureau provides a warning system about suspicious craft - and ships can be kitted out with non-lethal defensive devices. When the luxury cruise liner Seabourn Spirit was attacked off Somalia, the invaders, who shot at the ship with a grenade launcher and machine guns were repelled by a sonic blaster which delivers an extremely loud and debilitating noise. Mr. Singer, of Securewest International, says it is now commonplace for ships to take on security staff if their course crosses pirate territory - his own company provides teams of ex-servicemen, including former Gurkhas. UK ships carrying nuclear waste on the Pacific can also carry Atomic Energy Authority police. The need for security is a reflection of an increasingly violent threat, says July September 2006

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Mr. Singer. Attacks, particularly off Somalia, are becoming more elaborate, with the use of bigger ships which can extend the pirates range. When people hear about pirates, they think about Johnny Depp swinging through the rigging, but you really wouldnt want to be on the end of one of these attacks. Yet there is little appetite for arming merchant crews, not least because of potential legal complications for crew members who might shoot someone in the attack. And NUMAST has expressed fears it would only

trigger an arms race with the pirates. But the House of Commons committee says a clear line is needed on what is permissible in defending shipping, and adds that international co-operation against piracy has been woefully lacking. The lack of action reflects an out of sight, out of mind attitude, says NUMASTs Andrew Linington, who believes things would be quite different if pirates started attacking planes. Source : Marine Waves, Vol.2 No.7 July 2006

Bombay Explosion (1944)

The Bombay Explosion (or Bombay Docks Explosion) occurred on April 14, 1944, in the Victoria Dock of Bombay (now Mumbai) when SS Fort Stikine carrying a mixed cargo of cotton bales, gold, ammunition including around 1,400 tons of explosive caught fire and was destroyed in two giant blasts, scattering debris, sinking surrounding ships and killing around 800 people. The SS Fort Stikine was a freighter built in 1942 in Prince Rupert, British Columbia, under a lend-lease agreement; she displaced 7,142 grt. Sailing from Birkenhead on February 24 via Gibraltar, Port Said and Karachi, she arrived at Bombay on April 12. She carried explosives, munitions and other war material, including Spitfires; an odd load of other cargo such as raw cotton bales, oil barrels, timber and scrap iron; and gold bullion in 12.73 kg bars valued at 12 million. One officer described the cargo as just about everything that will either burn or blow up. The vessel berthed and was still awaiting unloading on April 14. In the mid-afternoon around 14.00, the crew were alerted to a fire onboard. Burning somewhere in the No. 2 hold, the crew, dockside fire teams and fireboats were unable to extinguish the conflagration, despite pumping over 900 tons of water into the ship, or find the source due to the dense smoke. At 15.50 the order to abandon ship was given, and sixteen minutes later there was a great explosion, cutting the ship in two and breaking windows over 12 km away. At the docks, around two square miles were ablaze in an 800-metre arc around the ship, eleven neighbouring vessels were sunk or sinking, and the emergency personnel at the site suffered heavy losses. Attempts to fight the fire were dealt a further blow when a second explosion from the ship swept the area at 16.34. Away from the docks, people suspected a surprise Japanese attack and many fled the city. It took three days to bring the fire under control, and later 8,000 men toiled for seven months to remove around 500,000 tons of debris and bring the docks back into action. The official death toll was 740, including 476 military personnel, with around 1,800 people injured; unofficial tallies run much higher. In total, twenty-seven other vessels were sunk or damaged in both Victoria dock and the neighbouring Princes Dock. Many families lost all their belongings and were left with just the clothes on their back.

EGO= Evil Grossly Overloaded, or exit god out of ur consciousness Moral: self or i makes us think of separateness from god, man minus ego=love, joy=god

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Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

N.T. BRANCH CIRCULAR NO : NT/ISPS/SHIP/07/2006

No. 44-NT(06)/PORTS/2003-III Dated : 4th Aug 2006

Subject : Instructions to port facility security officers on ISPS Verification audits for major ports, non major ports and shipyards The following procedure is to be adopted by all ports for the conduct of all Interim/Initial/ Renewal/ Intermediate/ Additional/Follow up verification audits under the ISPS Code with immediate effect: 1. Requests shall be submitted by the Port Facility Security Officer directly to the Principal Officer, nearest Mercantile Marine Department with copy to the Directorate General of Shipping, requesting for the relevant verification audit, giving at least 15 days notice in the prescribed format (copy enclosed at Annex- 1). 2. The requested audit shall be conducted by the surveyors of the concerned Mercantile Marine Department and the report forwarded to the Directorate. Sd/(Capt. V. Baijal) Dy. Nautical Adviser to the Govt. of India-cumSr. Dy. Director General (Technical)

Annex-1 The Principal Officer, Mercantile Marine Department, Address: APPLICATION FOR ISPS VERIFICATION AUDITS FOR MAJOR PORTS, NON MAJOR PORTS AND SHIPYARDS Name of port Category Postal address Name of PFSO Tel. no. Office Tel no. Res. Mobile Date and type of last audit, if applicable Deficiencies/observations during last audit, if applicable Date of application Fees enclosed by demand draft/ pay order in favour of MMD conducting audit* Additional information, if any Major/non-major/ Shipyard

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(contd. July September 2006

The port shall be ready for the verification audit on or after date: Please treat this as 15 days notice for the conduct of the verification audit. Name & Signature Designation *For the present scale of fees applicable, please see Annex to D.G. Shipping Circular No. 1 of 2004 dated 1st January 2004

World Standard Times

Accra ...................... GMT Amsterdam ........... 1300 (+1) Ankara .................. 1400 (+2) Athens ................... 1400 (+2) Auckland ............... 2400 (+12) Baghdad ................ 1500 (+3) Bangkok ................ 1900 (+7) Belgrade ................ 1300 (+1) Berne ..................... 1300 (+1) Bogota ................... 0700 (-5) Bonn ...................... 1300 (+1) Brasilia .................. 0900 (-3) Brussels ................ 1300 (+1) Buenos Aires ......... 0900 (-3) Cairo ...................... 1400 (+2) Kolkata ................. 1730 (+5) Cape Town ............ 1400 (+2) Caracas ................. 0800 (-4) Chicago ................. 0600 (-6) Copenhagen .......... 1300 (+1) Dare-Es-Salaam ... 1500 (+3) Darwin .................. 2130 (+9) Delhi ...................... 1730 (+5) Dublin .................... GMT Helsinki ................. 1400 (+2) Hong Kong ............ 2000 (+8) Jerusalem ............. 1400 (+2) Johannesburg ....... 1400 (+2) Karachi ................. 1700 (+5) Kuala Lumpur ...... 2000 (+8) Kuwait ................... 1500 (+3) Lagos ..................... 1300 (+1) Lisbon .................... GMT London .................. GMT Los Angeles ........... 0400 (8) Madrid ................... 1300 (+1) Mexico City ........... 0600 (6) Montreal ................ 0700 (5) Moscow .................. 1500 (+3) Mumbai ................. 1730 (+5) Muscat ................... 1600 (+4) Nairobi .................. 1500 (+3) New York .............. 0700 (5) Oslo ........................ 1300 (+1) Ottawa ................... 0700 (5) Paris ....................... 1300 (+1) Peking ................... 2000 (+8) Perth ...................... 2000 (+8) Pretoria ................. 1400 (+2) Quebec .................. 0700 (5) Rio de Janeiro ....... 0900 (3) Riyadh ................... 1500 (+3) Rome ..................... 1300 (+1) San Francisco ........ 0400 (8) Seoul ...................... 2100 (+9) Singapore .............. 2000 (+8) Stockholm ............. 1300 (+1) Sydney ................... 2200 (+10) Tokyo ..................... 2100 (+9) Tripoli .................... 1400 (+2) Vancouver ............. 0400 (8) Vienna ................... 1300 (+1) Vladivostock .......... 2200 (+10) Warsaw ................. 1300 (+1) Washington ........... 0700 (5) Wellington ............. 2400 (+12) These times are based on + or Greenwich Mean Time (GMT)

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Vessel Tracking and Identification what will the future hold

Captain Stuart Nicholls Marine Track Limited
The International Ship and Port Facility (ISPS) Code has been heralded as a panacea for the security ills of the entire shipping industry, but with ISPS has come a new rash of tracking and identification demands. Just how can we juggle the need for security, with the ability of ships to be tracked? With Automatic Identification Systems (AIS) revealing the identity and movements of vessels to all and sundry, and with the imminent arrival of continuous satellite tracking looming large, the shipping industry is desperately seeking answers on the future of the tracking and monitoring of ships. Huge leaps forward in technology, fears over security and the demands of global trade for just-in-time deliveries have thrust us to a crossroads, but there is a need for clarification and guidance on the issues of Long Range Identification and Tracking (LRIT). The debate on LRIT has seen players from all sides proffering their opinions. Some seek their fortune, some seek sensitive information, and the rest want to know why they need to comply and who will pay for compliance. While confusion and suspicion still reign The International Maritime Organization ( IMO ) has been pressing on with its desire to force mandatory LRIT. The IMO s Maritime Safety Committee ( MSC ) at its 81st session in May 2006 adopted new regulations for the LRIT together with associated performance standards and functional requirements. The new regulation on LRIT is included in SOLAS chapter V on Safety of Navigation, and LRIT will be introduced as a mandatory requirement for the following ships on international voyages: passenger ships, including high-speed craft; cargo ships, including highspeed craft, of 300 gross tonnage and upwards; and mobile offshore drilling units. The SOLAS regulation on LRIT establishes an agreement for sharing LRIT information for security and search and rescue purposes, amongst SOLAS Contracting Governments. In light of the security concerns there are some concessions, and the agreement maintains the right of flag States to protect information about the ships entitled to fly their flag, where appropriate, while allowing coastal States access to information about ships navigating off their coasts. The LRIT information ships will be required to transmit include: Ships identity, Location, and Date and time of the position. There will be no interface between LRIT and AIS. The major distinction between LRIT and AIS, apart from the obvious issue of range, is that, whereas AIS is a broadcast system, LRIT is a closed system, and the data derived will only be available to designated recipients. As such SOLAS Contracting Governments will be entitled to receive information about ships navigating within a distance not exceeding 1000 nautical miles off their coast. The regulation will see a phased-in implementation schedule for ships constructed before its expected entry into force date of 1 January 2008 and an exemption for ships operating exclusively in sea area A1 from the requirement to transmit LRIT information, since such ships are already fitted with AIS. It also identifies which authorities may have access to LRIT information. In summing up this new wave of monitoring, vessel tracking and identification, the technology will be used for everything and we are presently only scratching the surface of the potential applications and benefits.

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It has been stated that ship monitoring is not just about safety, security, or identifying who spilt that? but that the uses will evolve well beyond these contemporary concerns. AIS and LRIT provide States with a forensic tool to see a complete picture, and so we see not so much the spy-on-the-bridge, but the spy that is everywhere. In such a rapidly changing arena it is vital that you are in possession of the right information, and also are able to keep abreast of the latest technological developments. Having the right partner can give you edge and can

ensure that you are not just compliant, but that you can get the most from the technology. Marine Track has long been at the forefront of vessel tracking and monitoring with our years of experience and with a strong working relationship with our clients we are able to move into the future with confidence and assuredness. If need any further information on LRIT or on the services that we can provide please visit our website www.marinetrack.com

Government of India
MINISTRY OF SHIPPING DIRECTORATE GENERAL OF SHIPPING
For Information of Members

Authorised by DyNA / DyCS with the Govt. of India

EAC Branch & (EAC) ENG / EXAM-17(9)/99 NT / ENG CIRCULAR NO. 4

EACQM : 0751
ISSUE NO. 00

Date : 16th June, 2006 Subject: Verification of documents of seafarers

It has come to the notice of the Directorate that inspite of taking all preventive measures a few cases have been detected of persons obtaining employment in ships with fraudulent certificate of competency and other documents. As per STCW 95, under the Regulation I/14 it is required that the Company shall ensure that each seafarer assigned to any of its ships holds an appropriate certificate in accordance with the provisions of the present Convention. Similarly as per the ISM Code, it is the responsibility of the Company to ensure by careful scrutiny of all related documents that each ship is manned with qualified, certificated and medically fit

seafarers. In view of the above all Shipping Companies, Recruitment and Placement Services and Agencies are advised to ensure that all documents of the seafarers are verified for their authenticity and validity prior to the seafarer joining any of their vessels. Non-compliance of this circular will attract penal provision under M.S. Act and rules framed thereunder. This issue with the approval of Chief Examiner of Engineers & Master and Mates. Sd/(D.Mehrotra) Dy. Chief Surveyor with the Govt. of India

Our body is our enemy, because of it, we think we r separate from god (infinite) Moral:dont give much imp to body, just care for it, focus on eternal liberation of the soul

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IMO News

Maritime invaders star as villians in new Ballast Water documentary film

Comb jelly, golden mussels and toxic algae star as villains in new ballast water documentary film
Tiny alien invaders transported in ballast water star as the villains in a new documentary film on harmful organisms in ships ballast water by IMO, the United Nations agency responsible for the safety and security of shipping and the prevention of marine pollution by ships, and BBC Worldwide. The documentary film, Invaders from the Sea, which will be broadcasted/distributed on television worldwide, shows that harmful organisms transported in ballast water by ships have caused biological and economic havoc around the world, largely due to the expanded sea trade and traffic volume over the last few decades. The effects in many areas of the world have been devastating. The film also highlights the progress made by IMO and the maritime industry in addressing this issue and the measures which can be taken to prevent the spread of harmful organisms. The film captures the dramatic impact of this issue on the lives of millions of people, using examples of three harmful organisms, which have been transported to new areas in ships ballast water: North American comb jelly - has been transported to the Caspian Sea. This tiny ctenophore is a voracious predator and reproduces rapidly under favourable conditions. It feeds excessively on zooplankton, depleting stocks and altering the food web and ecosystem function. It contributed significantly to the collapse of fisheries in the Black and Azov Seas in the 1990s, with massive economic and social impact, and has now depleted stocks of the local kilka fish in the Caspian Sea. The impact on one Caspian fisherman and his family is highlighted in the documentary. Golden mussel (Limnoperma fortunei) - a native to south eastern Asian rivers and creeks which has been transported in larval form in ships ballast water to South America. It travelled to Brazil up river from the coastline of Argentina and is a highly reproductive invasive species that clogs up water intake pipes for hydro-electric power stations and fouls up other structures. It affects the feeding patterns of local fish, causing fish stocks to fall. The film shows the devastating impact of the golden mussel on fishing and hydro-electric power stations and on the local ecosystem. Toxic Algae (Red Tides) - various species, including toxic dinoflagellates, cause red tides to appear. Several species have been transferred to new areas in ships ballast water. They may form harmful algae blooms and, depending on the species, can cause massive kills of marine life through oxygen depletion, release of toxins and/or mucus. They can foul beaches and impact on tourism and recreation, while some species may contaminate filter-feeding shellfish and cause fisheries to be closed. Consumption of contaminated shellfish by humans may cause severe illness and death. The film focuses on South Africa where there has been an increase in cases of paralytic shellfish poisoning, after people ate shellfish collected from beaches affected by red tides. Paralytic shellfish poisoning can cause tingling and numbness of the mouth, lips and fingers, difficulty in breathing, accompanied by general muscular weakness and lack of co-ordination, and can lead to paralysis and death if not treated. Quantitative data show the rate of bio-invasions is continuing to increase at an alarming rate, in many cases exponentially, and new areas are being invaded all the time. Volumes of seaborne trade continue to increase and the problem may not yet have reached its peak. Ballast is crucial for the stability of a ship and it is estimated that about 3 to 10 billion tonnes of ballast water are transferred globally each year, potentially transferring from one location to another species of sealife that may prove harmful when released into a non-native environment.

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In 2004, IMO adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments, a new international treaty to prevent the potentially devastating effects of the spread of harmful aquatic organisms carried by ships ballast water. The Convention will require all ships to implement a Ballast Water and Sediments Management Plan. All ships will have to carry a Ballast Water Record Book and will be required to carry out ballast water management procedures to a given standard. Existing ships will be required to do the same, but after a phasein period. The documentary is intended to raise public awareness of the issue and is an invitation to Governments to effectively implement the Ballast Water Management Convention. Meanwhile, IMO is executing the Global Ballast Water Management Project (GloBallast) in partnership with the Global Environment Facility (GEF), and the United Nations Development Programme (UNDP), to assist developing countries to reduce the transfer of harmful aquatic organisms and pathogens in ships ballast water, and to build capacity for legal, policy and institutional reforms in line with the new international regulatory regime. The second phase of this Project - GloBallast Partnerships - is expected to start in early 2007 and will incorporate a number of strategic partnerships, including the private sector, to achieve its aims. The documentary features some of the solutions to preventing the spread of invasive species in ships ballast water, including exchange of ballast water on the high seas and new technologies that are under development, such as flow-through systems to continuously exchange ballast water while the ship is sailing and methods to kill/inactivate microscopic life forms such as by using ozone or ultraviolet light. Different solutions may be required for different ships. Making of the documentary Filming took place during 2005 and 2006, around the world, with co-ordination carried out by a Steering Committee established by IMO at its Headquarters in London. The production enjoyed considerable sponsorship from Vela International Marine, BP Shipping and Wallenius-Alfa Laval Consortium, as well as from the Swedish International Development Cooperation Agency and support from the GloBallast pilot countries (China, Iran, India, Ukraine, South Africa and Brazil). IMO also provided expert advice on the ballast water problem during the filming.

Sally Cryer, Assistant Producer at the BBC Natural History Unit, who produced the film, explained that one of the first jobs as producer was to decide which of the many alien invasions around the world would make the best case studies visually. We wanted the film to feel global, and I knew IMO particularly wanted to highlight problems in some of the developing countries, where they had assigned a demonstration site - i.e. a developing country where a major port was carrying out extra research and monitoring into shipping activities and ballast water invasions, she said. The first two case studies - that of the North American comb jelly in the Caspian Sea and the golden mussel in Brazil - told the stories of local fishermen whose livelihoods had been completely destroyed by invasive marine species. In the Caspian, our film crew accompanied a night fishing expedition out to sea to fish for the local Kilka, and were able to witness at first-hand the large numbers of tiny comb jellies caught in the nets. In Brazil, we left the coast and travelled along the Plata River to observe the impact of the golden mussel on water supply systems and hydro-electric dams. Both had suffered machinery breakdown and blockages because of the way this mussel, from East Asia, reproduces and grows over itself into ever-expanding mats or balls. It was a real shock when the CESP (Central Electricity Company of Sao Paulo) hydro-electric dam allowed one of its turbines to be opened for our cameras, revealing an interior absolutely packed with this invasive mussel species, Ms. Cryer said. One of the hardest things the crew had to do was film inside a ballast tank. The opportunity to do this came up in Bahrain where a huge oil tanker was going to be in dry dock for several days. Tom Scott from shipping company Vela International Marine organised for our director, Dan Rees, cameraman Sam Gracey and sound recordist Simon Kerr to film inside the ballast tanks as the pumps were turned on. The heat inside the tanks in the middle of August was over 50 degrees centigrade and the crew had to drink gallons of water to stop themselves dehydrating. Despite the intense discomfort, and the rising water-level, they achieved some very exciting footage, Ms. Cryer said.

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The best way to show ballast tanks filling up with water is through the use of graphics. These were originated by a company in Bristol, United Kingdom. They designed a wire-frame tanker to show how a flow-through system would work, as well as a cargo ship which clearly explained the need for ballast, by showing the tanks filling up with water as containers popped off, one by one. As well as filming material for the programme, Ms. Cryers job was to search the BBC Archives for suitable footage of the oceans and marine life. The best moment for me came when I was thinking about the conclusion to the programme. I wanted to end on a positive note, to show how, with careful consideration, shipping can work in harmony with the environment. A popular series called Coast had just been aired on BBC-2, looking at the lives of people living

along the entire coastline of the British Isles. I knew it had some fantastic aerials over a cargo ship in the Bristol Channel and as I searched for this footage my heart leaped, for there was a ship chugging across the Moray Firth in Scotland and as the camera zoomed into its bows, two dolphins suddenly leaped out of the water. I had my perfect conclusion. Distribution / broadcasting The documentary will be distributed by IMO through the United Nations film distribution channels in developing countries and by BBC Worldwide elsewhere. BBC Worldwide has the exclusive rights to distribute the film in the developed countries. It is expected that the film will be broadcasted by BBC World in the near future. Source : IMO News (globallast.imo.org) Foreign ships employ around 52,000 Indians, who earn an estimated tax-free gross salary of Rs.1,200 crore per annum. It has been pointed out that if all the 82,000 seafarers both on Indian and foreign ships pay a flat rate of, say, five per cent of their gross earning as tax, the government would get the same amount or more than it is now getting from seafarers employed on Indian ships alone. According to the shipowners, this would not only considerably reduce the tax burden of seafarers working on Indian ships, but will also not hurt their counterparts on foreign vessels, as it works out to only a small percentage of their gross earnings. The shipowners have reportedly discussed the idea with the Director-General of Shipping (DGS) and claim that it would be easy to administer. They have suggested that the tax could be introduced by making its payment mandatory for Indian seafarers for renewal of their CDCs. Without a valid CDC, seafarers cannot work on a ship. Source: EXIM, Mumbai 12.6.2006 SOON, DIABETICS MAY NOT NEED DAILY INSULIN SHOTS In what could be a life-saving breakthrough for diabetics, scientists are working on a project to make stem cells

News in Brief
SHIPOWNERS PROPOSE SEAFARERS TAX TO ARREST EXODUS Shipowners have proposed the levy of a so-called Seafarers Tax, which they claim will reduce the disparity in wages of seafarers in Indian and foreign ships and, as a result, arrest the exodus of seafarers to foreign ships. To be applicable to all holders of Indian Continuous Discharge Certificate (CDC), a document similar to the passport issued to seamen by Indian maritime authorities, including Indian seafarers working on foreign ships, the tax is proposed to be collected on a fixed rate a percentage of the seafarers gross earnings. Given that tax-free pay is the main attraction for seafarers, joining foreign flag ships, shipowners believe that this tax, if put into practice, will reduce the disparity in wages between Indian and foreign ships. And they point out that though the tax will eliminate income-tax, it will not result in any loss of revenue to the government and, in fact, bring in more people into the tax net over a period. Currently, about 30,000 seamen are employed in Indian ships. It is estimated that at the current income-tax rate, they pay a total amount of Rs.86 crore per annum.

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perform the functions of beta cells, located inside the pancreas and responsible for producing insulin. Insulin is the hormone that converts sugar (glucose) and starches into energy and regulates blood sugar in the body. Using stem cells capability to develop into any cell-type in the body, scientists from the United States National Institutes of Health, University of California, and the University of Alberta are extracting stem cells from the brain (neurons), the pancreatic duct and umbilical chord blood (embryonic stem cells) to test if these cells can replicate the functions of beta cells. Once successful, the scientists plan to inject these cells directly into the liver of a diabetic through the portal vein channel with the help of a cadaver, where they will remain safe from the human bodys immune system and start secreting insulin. The discovery will especially help patients suffering from Type 1 diabetes, in which the body does not produce any insulin. Researchers have already found that bone marrow stem cells can transform into insulin-producing pancreatic cells in mice. Researchers, however, said the findings cannot be applied to treating diabetics immediately but will provide the means to produce unlimited quantities of functional insulin-producing cells culled from the stem cells of diabetes patients. And since patients would

produce their own cells for transplantation, the cells would not be rejected by the immune system. An expert at the Indian Council of Medical Research said, Though this research is in its initial stages, the scientific community is excited. Turning cells into insulin-producing pancreatic endocrine cells or beta cells will be a phenomenal achievement. It will also free diabetics from taking daily multiple insulin shots. Endocrinology chief of the State University of New York, Paresh Dandona, says stem cells have been found to mature into beta cells once they receive a stimulus identified as GLP1 from the body. A protein inside the cell called PDX1 then starts producing insulin. We are trying to ensure the stem cells receive the stimulus GLP1 and start producing the protein PDX1. Beta cells have been found to survive safely only in the liver, he said. Dandona added, Scientists will first pass a needle through a liver with the cadaver inside it shooting out a dye, which will help scientists identify whether they have reached the portal vein. Once inside the vein, the cadaver will shoot the beta cells into the portal circulation, where they will sit and produce insulin. Source : Times News, 12.8.2006

ITF News
MY ITF TO KEEP AFFILIATES INFORMED The ITF has set up a new electronic notification service designed to keep members informed of key issues in the global transport industry. The service, My ITF, was launched at the ITFs Durban Congress on August 2, 2006. Affiliates signing up to the service will be able to select the type of information they wish to receive, choosing from news online stories, press releases, transport sector web page updates and solidarity action alerts. They can also chose to receive information from specific regions and transport sectors and in a preferred language. Subscribers can receive the information either as it is published or in a weekly digest format. Eric Spry, ITF Web Manager, said: Our hope is that the My ITF system will help keep our affiliates informed July September 2006

of important news and events around the world. By creating an email notification system we now have a simple way for people to be notified when news and other information are available online. Referring to the launch of My ITF in his speech to Congress, ITF General Secretary David Cockroft said it enabled unions to specify those themes which interested them. The ITF website will email you whenever new information is available. To register for My ITF, go to: http:/www.itfglobal.org 20 YEARS OF THE SEAFARERS BULLETIN The ITF is this year celebrating 20 years of the Seafarers Bulletin, the federations designated magazine for frontline workers in the maritime industry. The publication goes out to some quarter of a million seafarers and is published in 11 languages.

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First produced in 1986, the magazine aims to provide seafarers not only with practical help, but also with information about the global union movement. Since its inception it has covered a variety of topics, including the ITFs Flag of Convenience campaign, and offered advice covering a range of issues such as what to do if youre an abandoned seafarer and keeping fit on board. It also lists inspectors details, refers seafarers to useful websites and provides them with a forum for expressing their own views. Over the past 20 years, the bulletin has evolved into a seafarers introductory guide to the global union movement. Its a powerful way of getting out the ITFs campaigning messages and providing seafarers with information about how the global union movement can help them. But it also has a practical role it contains information to make everyday life on board ship easier for seafarers in what can often be a harsh working environment, commented ITF General Secretary David Cockroft. For more information about how to obtain the bulletin go to: http://www.itfglobal.org ITF CALLS FOR RESPECT OF HUMAN RIGHTS AND DECENT WORK IN THE MARITIME AND FISHING SECTORS The ITF exposed some of the alarming abuses still experienced by some seafarers and fishers at two consecutive United Nations meetings. These abuses were occurring despite the existence of range of international instruments, of which the United Nations Convention on the Law of the Sea (UNCLOS) is central. In light of this, the ITF has called for greater transparency in the maritime and fisheries sectors through ensuring a genuine link between a vessels owner and the flag the vessel flies. Speaking on behalf of the ITF at the United Nations (UN) Meeting of States Parties to the Law of the Sea Convention in New York, US, Gemma Adaba, of the International Confederation of Free Trade Unions referred delegates to the ITFs report, Out of sight, Out of mind. She explained how the report highlighted shortfalls in flag state implementation. Owners, she said, could register their vessels with states with which they had no connection, making it difficult to effect compliance with international agreements.

She added: Seafarers and fishers working on vessels operating on an international basis are dependent on the ratification and effective implementation of international conventions to protect their fundamental rights. Adabas speech follows lobbying by the ITF at the 7th UN Informal Consultative Process on the Law of the Sea (UNICPOLOS) at which Jon Whitlow, Secretary of the Seafarers Section spoke. He said: The UN must address the need to develop a complementary implementing agreement to ensure that flag states effectively discharge their obligations under UNCLOS. He also called for states to ratify a range of conventions including the International Labour Organization (ILO) Maritime Labour Convention (2006) and the ILO Convention 185 on Seafarers Identity Documents, as well as sign up to the International Maritime Organization (IMO) Torremolinos Protocol on fishing vessel safety and the International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel. Along with the International Collective in Support of Fishworkers and the International Coalition of Fisheries Associations, the ITF proposed that the social and human rights of seafarers and fishers should be discussed at the next session of UNICPOLOS in June 2007. COMPANY BACKS DOWN IN NEW ZEALAND DOCKERS DISPUTE Dockers in a New Zealand port have won a victory for trade unionism after a company was forced to the negotiating table. The workers staged a protest at the beginning of June protesting against the use of external dockers. The demonstration in the Port of Whangarei took place after NZL Group breached an understanding with the ITF-affiliated Maritime Union of New Zealand (MUNZ) by allowing outside labour to load fruit onto the MV Saronic Wave berthed in the port. However, solidarity action by ITF affiliates led to an agreement by the company to use MUNZ labour in the port, following a meeting. Japanese affiliates All Japan Seamens Union and the National Council of Dockworkers Unions of Japan handed protest letters to the master of the Saronic Wave, urging him to bring July September 2006

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the matter to the attention of the companies concerned. Trevor Hanson, MUNZ General Secretary said that bringing the company to the negotiating table was in itself a major victory. The Company he stated had previously displayed a total disregard in dealing with MUNZ and addressing their anti-union practices on board the vessel. He added: The combined efforts of the ITF family has played a major part in making this victory possible and shown this employer what international solidarity means within the ITF circle. ANTIRETROVIRAL DRUG SHORTAGES IN PARTS OF RUSSIA COULD LEAD TO DRUG RESISTANT HIV STRAINS Shortages of antiretroviral drugs to treat HIV/AIDS in some parts of Russia are gravely impacting the lives of people living with the disease and could lead to the spread of drug resistant strains of the virus, according to the World Health Organizations office in Moscow. Mikhail Rukavishnikov, who heads the Russian Association of People Living With HIV, said he knows of two people who recently died because of interruptions in their antiretroviral therapy, adding that about 15 people have

voiced concern about the shortages to him. To earmark money is one thing, but one must also competently and professionally use that money. If the situation doesnt change, Russia could become a supplier of multi resistant forms of HIV to the whole world he added. The concerns come just two months after Russian President Vladmir Putin announced that the government would allocate $175 million this year for HIV/AIDS programs. The amount is a more than 30-fold increase over 2005s allocation, and the government plans to increase the amount to about $284.9 million in 2007 (Kaiser Daily HIV/AIDS Report). Some HIV/AIDS advocates say that bureaucracy surrounding Russias fight against HIV/AIDS is in part to blame for the shortages. At the policy and legislative level, this (antiretroviral) drug stock-out seems to be a disastrous result from lack of coordination between federal and regional officials in combating the disease, Akrom Eltom, WHOs HIV/AIDS program leader in Moscow, said. According to the estimates of the Russian government, there are about 334,000 HIV-positive people living in the country. According to UNAIDS, the estimate is closer to 900,000, and other HIV/AIDS experts say the number likely is more than one million.

Kandla port creates new record in cargo handling

Kandla port has handled 43.30 lakh MT during August 2006 compared to 37.69 lakh MT in August 2005, registering a growth of 15 pc. In fact the throughput is highest in the history of the port, after the commissioning of KVKL pipeline at Jamnagar. The port also surpassed the target of 41.99 lakh MTs set by Ministry, achieving a growth rate of 3 pc. Kandla port has sustained its performance especially in dry cargo handling, by handling 13.26 lakh tonnes of dry cargo during August 2006, despite torrential rains this year compared to 12.55 lakh tonnes handled during same period last year. Moreover, liquid cargo throughput has also increased 9 pc. The Port has handled 8.89 lakh tonnes of liquid cargo at its liquid jetties of Kandla, during August 6 compared to 8.15 tonnes over the corresponding period last fiscal. Apart from increase in sugar handling, there was an increase of 193 pc in DAP/Urea, 118 pc in steel coils, 463 pc in ores, 18 pc in oil extraction, 173 pc in cement and 17 pc in container traffic during August 2006 compared to August 2005. July September 2006 Moreover, due to proactive measures of management, the port has attracted various cargoes like soda ash, sodium, aluminate, fly ash and for export categories like cement destined for Iraq. The liquid cargo export has achieved a remarkable increase in exports of chemicals like orthoxylene from this port by adding another feather to its cap. The container traffic has also maintained its upward trend, with the port handling a total of 14338 TEU during August 2006, an increase of 1578 TEU over the similar period last year a growth of 12 pc. At Vadinar, the quantity of 19.16 lakh tons of crude oil was handled during August 2006 vis-a-vis 15.99 lakh MTs during August 2005 an increase of 20 pc. As for the cumulative tonnage figures: port handled 195.31 lakh MT of cargo upto Aug 2006-07 against a total of 186.65 lakh MTs during the corresponding period. Crude throughput at Vadinar showed an impressive 14 pc. increase, with a total handling of 92.66 lakh MTs upto August 2006 during current fiscal. Source: Maritime India, Sep.7, 2006.

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