India plans 25-year age limit on shipping vessels
The high-power committee constituted by the Shipping Ministry under Capt P.V.K. Mohan, Chairman of National Shipping Board, is of the view that no vessel more than 25 years old should be allowed to enter Indian ports unless otherwise approved by the competent authority. The committee has noted with concern that an estimated 35 per cent of the ships calling at Indian ports are more than 25 years old and, therefore, vulnerable. The preliminary investigation into recent disasters involving sinking of iron ore ships in some of the country’s ports confirms that the ill-fated ships were old.
The question, therefore, has arisen how could such ships be allowed to call at the ports. Another issue is the authentication of the documentation of ships and cargo. The need for such authentication has arisen in view of the anomaly in the P&I Club certificates of the ship that recently sank off Paradip port.
The committee, it is learnt, has also in favour of stringent pre-loading and post-loading inspection of cargo and ship to ensure safety.
Also, it is felt that all major ports need to be advised to adopt pro-active measures in conformity with international safety codes such as bulk code, and BLU code and to verify documentation.
These views of the committee became available after its members, including the Capt Mohan, had visited Paradip port recently.
However, these are not final recommendations of the committee but only preliminary findings as more short-term and long-term measures will become available after the committee members visit other ports.
The members include, among others, the Chairman of Visakhapatnam Port Trust, the Chairman of New Mangalore Port Trust and the Deputy Chairman of Paradip Port Trust.
The committee members also examined the threat of oil spill in Paradip port and interacted with agencies concerned, the officials of Coast Guard, ship’s personnel and the agent and expressed satisfaction at the steps being taken by Paradip Port Trust to prevent probable disaster that might be caused by oozing of oil from the sunken ship.
The question, therefore, has arisen how could such ships be allowed to call at the ports. Another issue is the authentication of the documentation of ships and cargo. The need for such authentication has arisen in view of the anomaly in the P&I Club certificates of the ship that recently sank off Paradip port.
The committee, it is learnt, has also in favour of stringent pre-loading and post-loading inspection of cargo and ship to ensure safety.
Also, it is felt that all major ports need to be advised to adopt pro-active measures in conformity with international safety codes such as bulk code, and BLU code and to verify documentation.
These views of the committee became available after its members, including the Capt Mohan, had visited Paradip port recently.
However, these are not final recommendations of the committee but only preliminary findings as more short-term and long-term measures will become available after the committee members visit other ports.
The members include, among others, the Chairman of Visakhapatnam Port Trust, the Chairman of New Mangalore Port Trust and the Deputy Chairman of Paradip Port Trust.
The committee members also examined the threat of oil spill in Paradip port and interacted with agencies concerned, the officials of Coast Guard, ship’s personnel and the agent and expressed satisfaction at the steps being taken by Paradip Port Trust to prevent probable disaster that might be caused by oozing of oil from the sunken ship.