Saturday, January 21, 2012

The Future of Shipping Industry - Nuclear Ship Propulsion

Marine industry, like other fuel dependent enterprises, faces a danger of fuel shortage. At present fossil fuels feature at top on list of fuels used in this industry. Of these, diesel is the one used most frequently under various names such as gas oil, marine gas oil (DMX, DMB), intermediate fuel oil (IFO), residual fuel oil (RMA, RML) etc.

But they are under immediate danger of exhaustion. In this scenario, marine nuclear propulsion steps in as the savior. However, how much can the shipping industry rely on this new technology?

What is nuclear marine propulsion?

For those who don’t know much about it, nuclear marine propulsion refers to use of nuclear energy for purpose of propulsion of ships. It makes use of a nuclear reactor where a nuclear reaction can be carried out under controlled conditions. Such reaction produces immense energy which can be tapped and used to power anything from small vessels to a cruise ship.

9.11 Nuclear Ship Propulsion: Is it the Future of the Shipping Industry?

The nuclear reaction carried out is a fission reaction wherein a heavier molecule splits into smaller ones producing energy along with the products. This energy produced is mainly used to heat water that can be further used to produce steam for the purpose of nuclear ship propulsion.

Status of nuclear marine propulsion

Use of nuclear ships is increasing gradually though this idea has been present for long. Nuclear reactions have been used to produce energy for other commercial purposes mainly electricity production for some time now. But idea of marine propulsion using this energy was proposed somewhere in 1940s when the first design for a nuclear marine propulsion engine was made. Since then, nuclear ships have become designed and used. Right now, the marine propulsion dependent on nuclear energy is found mainly in armed forces and navy but soon commercial and domestic nuclear ships will also become just as common.

Savannah nuclear cruise ship Nuclear Ship Propulsion: Is it the Future of the Shipping Industry?

Mostly merchant cargo ships like American NS Savannah (1962-1972) and German NA Otto Hahn (1968- 1972) or nuclear powered ice breakers have been in use for brief periods. At present, only few ships based on nuclear marine propulsion are in use on experimental basis.

Why is nuclear marine propulsion a good idea?

Amongst all the speculations and standing doubts about use of marine propulsion system based on nuclear energy, there are some key factors that make this a good idea, whatever way you look at it.

  • In the current scenario of extreme fuel shortage, nuclear ships are the answer that everyone has been looking for. Energy produced from nuclear reactions is immense which can be used easily.
  • Since amount of energy produced in every reaction is quite large, a single time energy production can be used for a propulsion ship for a long time. Nuclear ships offer a refilling solution of as less as once a month. This could make shipping a speedy and hassle free process.
  • A nuclear reactor is designed to produce energy under controlled conditions. It is compact and can be moved around easily. So apprehensions about practicality of a nuclear reactor on ships, boats and vessels can be put to a rest.
  • Nuclear military ships like submarines can survive for months underwater without feeling the need to resurface for refueling. This can make combative forces much more efficient.
  • Fuel efficiency of nuclear propulsion engines is more than most of the fuels currently in use. This means that amount of energy derived from nuclear reactions per unit weight is more than any other fuel.
  • The better power to weight ratio means that nuclear ships can have better weight carrying capacity than other ships, offering quicker traveling over longer distances with greater load.
  • Nuclear ships tackle problem of air pollution too as there is no production of undesirable smoke or particular pollutants that have become a menace all over the world.

nuclear Nuclear Ship Propulsion: Is it the Future of the Shipping Industry?

Why can’t we trust this technology much right now?

The picture of a nuclear energy powered propulsion ship seems very rosy. However, there is a downside with this whole scenario. Some of the points not so good with this technology are:

  • Nuclear reactions produce immense energy, which if not controlled can lead to disastrous results. As such, even a minor fault can lead to accidents with massive implications all over the world.
  • Most apprehensions lie with use of something as dynamic as nuclear energy on ships which can be occupied by thousands of people at sometimes.
  • In case of accidents of nuclear ships, there is a huge chance of contamination of water bodies with nuclear fuels that can damage marine life and human population both. During the brief usage of such ships, the number of accidents due to minor technical faults has been proportionately large.
  • Due to the need for ships to travel across the world, there is a need for nuclear reactors to be able to bear that sort of wear and tear. The nuclear reactor should be secured to prevent its undesirable movement on the ship.
  • The major problem faced by every nuclear ship would be of disposal of nuclear waste. With increasing use of nuclear fuel all over the world, there is an increasing stack of nuclear waste that humans are still struggling to dispose of. In absence of a practical solution to dispose of excessive amount of nuclear wastes that will be produced due to such ships, there could be more problems in long run.
  • At last, one major apprehension with this energy is its political and moral implications. There will always be fear of this energy being misused which remains one of the major political reasons to be cautious about this energy.

There is a future in nuclear energy for marine propulsion but still there is a long way to go before we can see a fully fledged ship running on nuclear marine propulsion system.

Monday, November 7, 2011

Submarine Escape Technology

With the loss of all hands aboard the S-4 in 1927 came an interest in the possibility of escaping from a sunken submarine. Lieutenant Swede Momsen together with several others designed an oblong, rubber bag that recycled exhaled air. It had a container or soda lime, which removed carbon dioxide from exhaust air and a charge of fresh air from the 225 pound system common to submarines of the time. The "lung" was strapped around the neck and chest and the escaping submariner breathed normally as he made a slow ascent up a line to a buoy on the surface.

Training on the device was wide-spread with hundred foot ascent towers in New London and Pearl Harbor. The short-coming of the device was its shallow depth limit. The Lung was good down to about one hundred feet, but a test depths of submarines at the time was over four hundred feet.

The Momsen Lung was designed as a vehicle for a one-way trip to the surface of the ocean. This singular quality would be replicated in subsequent devices through the next thirty years.

Momsen also pioneered the use of an escape bell which could be mated to the forward torpedo room hatch of a fleet type submarine. The bell was used in the rescue of submariners from the USS Squalus which had gone down from a main induction mishap off the coast of New Hampshire.

During the 1960's the British worked on a series of escape mechanisms. They simultaneously investigated compartment escapes and lock-out systems.

The former roughly equated to an escape from the after torpedo room of an American fleet type boat where a sleeve in the deck hatch was reversed and bolted in place. By partially flooding, then pressurizing the compartment with the 225 pound air system crew members could duck under the lip of the sleeve and get to the surface. The latter was equivalent to the escape trunk in the forward torpedo room of a fleet type boat where the same procedure could be replicated in successive four man escapes.

The British air lock system combined with a method of quick ascent called blow-and-go was successful down to depths of two hundred sixty feet. It should be noted that Germans had made many successful escapes using blow-and-go by riding a bubble or bubble mass to the surface. The British developed a Built-In-Breathing-System hood which was tested down to four hundred fifty feet in laboratory conditions. The rate of ascent was six feet per second with fifty second stops at five intervals.

Attempts to reproduce the laboratory ascents found that the system was good to only two hundred sixty feet, the same as the Blow-and-Go. The BIBS was improved to include an immersion suit which significantly increased the viability of free ascents down to about three hundred feet. They have concluded that ascents from depths below about three hundred fifty feet are too dangerous to attempt by marginally trained crew members.

During the 1960s the United States developed the Stienke Hood (Variously misspelled Steinke and Stenke). The free ascent device consisted of a plastic hood which, when partially charged with treated air, provided four hundred fifty one pounds of buoyancy. As the ascent progressed the crew member breathed the expanding air and excess air was discharged from the hood automatically. Once again the limit of this device was less than many test depths of submarines during the same period.

As test depths increased down to 2000 feet and as operational depths of modern nuclear powered boats out-distanced free ascent methodology the Navy adopted Submersible Emergency Inflation Suits or SEIS. These replicated the British technology and are currently carried aboard modern submarines. However, the gap between operational depths and recoverable depths meant that greater reliance had to be placed in a rescue vehicle that could dive to the stricken submarine, be attached to deck hatches and carry crew members to the surface. Successive dives can be made using this system and the depths at which rescues can be made equal that of the submarine's test depth.

The most significant problem facing the rescue vehicle approach is the tricky job of aligning the vehicle to the hull hatch. Angles-of-lie aggravate the problem and it is here that a new hard suit is of value. The Hardsuit 2000, an Atmospheric Diving System built by a Vancouver, Canada firm allows descents by divers down to 2000 feet. The system can be either umbilicaled to a surface ship or carried as a back pack for free descents. The ADS allows hoses for air, power and fluids to be run to a stricken submarine at hitherto impossible depths. Additionally, the ADS assists in the coupling of ROVS to deck hatches.

Not only does hardware continue to be developed for rescue of crew members at great depths, international submarine rescue seminars have become a bi-annual event with nearly every submarine possessing nation participating.

Submarine Hull Strength

The following excerpt is from the hull strength introductory chapter of "Steep Angles and Deep Dives". It provides some basic information on submarine hull strength including the definition of test depth and high yield:

Test depth is a theoretical number corresponding to the amount of area pressure that can be applied to a hull before it is violated by either distortion, warping, buckling or cracking. The pressure hull acts to prevent an equalization of pressure on both sides of the hull surface. When pressure is equal on both sides of a hull, such as is the case in a submarine's external ballast tanks, there is no need to attend to the problem of potential collapse.

Test depth can be thought of as an engineering estimate of what pressure will be required on one side of a hull to breach the hull, taking into account such factors of hull strength as hull diameter, hull thickness, framing, and intrusions. Naval engineers tend to be conservative in their estimates and the varied factors tend to render an estimate as just that, an estimate. The engineers back into the problem by first estimating the crush depth of a hull, then creating the theoretical test depth by a applying a decimal factor to the crush depth. Different national navies apply varying factors. The United States Navy has used a factor of 1.5, but this has changed many times. Of course, computers are able to make such estimates much more trust-worthy, however, the accounts described "Steep Angles and Deep Dives" are, for the most part, in hulls designed before the advent of the computer.

In the American Navy, hull designers depend on the experience of submarines to verify their estimates. Buships requires a submarine captain to immediately notify both Buships and the Chief of Naval Operations in writing when a boat under his command exceeds test depth. The captain's professional career may be jeopardized by a zealous attention to recording a dive that went wrong. Only in wartime can a captain reasonably explain the need to exceed test depth. For this reason submarines exceeding test depth sometimes fail to make note of the dive in their deck logs.

The simplest application of determining hull strength is the hull thickness. The thicker the hull metal the stronger the hull and the deeper the test depth, assuming all other factors are constant. Prior to the Balao class U.S. submarine, hulls were built of mild steel (MS) which had a maximum tensile strength of 60,000 pounds per square inch and a yield strength of 45,000 psi with 23 percent elongation. The thickness of hull plating until about 1943 was specified in terms of the weight of a square foot of plate rather than the actual thickness, and this was gradually increased from 20 pound plate (approximately one half inch) to twenty seven and a half pounds per square inch in the Salmon (SS-182).

Another change in the Balao class was the change in material used for hulls. High tensile steel was a chromium-vanadium alloy with a maximum tensile strength of 50,000 psi with 20 percent elongation. When the composition was changed to titanium-manganese alloy, because of wartime shortages, the strength dropped to 45,000 psi. The Salmon's hull was about seven eighths of an inch thick giving her a test depth of 250 feet. Conning tower shells were thicker as protection against surface guns.

The thick-skinned boats came along in 1942 with a test depth of 412 feet. These boats had the same seven eighths inch thick hull as Salmon, but the quality of hull steel ie., high tensile strength steel had significantly improved. The crush depth of these boats was estimated to be around 450 feet. Fleet type submarines built during the Second World War were to last through much of the cold war. These boats have careers that have lasted over fifty years with many still being used by foreign navies.

After the war the Navy built several fast attack submarines. These had hulls about an inch and a half thick. They had a test depth of 700 feet. The same hull thickness and quality of steel was used on the early nuclear submarines.

A modern nuclear powered submarine normally has a test depth of over 2000 feet. This huge increase in operational depth came about from increasing the thickness of a hull, from strides in improving the quality of steel, from improvements in the manufacturing process and in hull framing.

Steel is an alloy made up of several metals other than iron. These may include chromium, nickel, manganese, titanium and a host of others. Metallurgy is the science of combining these elements to produce an iron metal that meets a specific need, in this case a hull which is resistant to sea pressure. During the Second World War Krupp of Germany and others used advanced techniques to produce hull plating of unusually high quality. America inherited some of the formulae and steel mills benefited by the German experience.

The key to producing metal hulls suitable to deep diving submarines is the quality of yield strength in combination with compression strength. Accurately controlled element content and relatively high percentages of alloy additives produces strength. The compression strength curve is relatively flat until it reaches a point where the molecules can no longer bind, then the metal fails by cracking and splitting. On the other hand it is possible to produce a metal hull that has the quality of bending rather than rupturing. It yields under pressure where its elasticity, (elongation) gradually succumbs to increasing pressure. The trick for the metallurgist is to strike a compromise and to use the correct ratio of alloy elements to gain a hull plate that resists pressure to the maximum through high compression strength, but yields enough to forestall the rupturing of the metal.

Steel strength is often measured by tensile strength. In this test the metal is pulled on both ends until it parts. Tensile strength is related to compression strength even though the tests are opposite, one pulling and the other pushing. For this reason submarine steel strength is often measured in tensile strength, not withstanding the nature of sea pressure as a compression force.

American submarines such as the Seawolf and Virginia use HY (high yield) 100 metals. These designators attend to the elements used in the submarine hull's alloy where essentially the higher the number the more resilient and resistant the metal is to pressure.

The combination of elements to produce an alloy with great strength is only half the story of producing submarine hulls. The second factor in the manufacturing process is the tempering of the steel and shaping of the plates into a final form. Once again, the basic concept is that a slow-cooling steel tends to be resilient and a quick cooling steel tends to be brittle. Metallurgists in the middle ages learned this early on and after shaping a red hot sword on an anvil plunged it into water. This gave the sword a fine cutting edge resistant to chipping and dulling. The down side was that when struck by another sword it tended to shatter rather than yield. Thus, a submarine's hull plating is cooled at a specific rate designed to produce the best combination of stress and yield factors.

The shaping of the plate in the factory is accomplished with huge hydraulic rollers. The shaping process is also a compromise. Some alloys are cold rolled. This is the optimum in terms of preserving the alloy's strength in the shaping process, however, as the thickness of the plate increases the effect of the rolling becomes less and less. The modern mill now uses computers to cold roll submarine hull plates. Each pass through the rollers bends the steel a small amount until after many ( in some cases hundreds) of such passes through the rollers the plate conforms to the correct hull curvature.

In determining the diameter of the pressure hull the engineer takes into account the metal thickness that will be required to meet a given strength level. The less the diameter the thinner the metal can be. The size of machinery largely determines the diameters of submarines. As the design of the submarine progresses the diameter of the hull inevitably increases. (Modern Trident missile submarines have a forty three foot diameter pressure hull) This necessitates a thicker hull where the alloys used and the shaping process are constant. Once again, the hull design process is one of compromise where interplaying factors are balanced against one another until a final design with an estimate of test depth is reached.

The curved plates of metal to make up the submarine's hull are further strengthened by frames. Lateral framing was known to the Vikings, although they started with a hull shape and only after the strakes had been laid did they imbed the frames into the preformed hull. Submarine hull strength is in large part a function of frame strength and spacing. Cross sections of frames are normally "T" shaped and can be within the pressure hull, on the exterior of the pressure hull, or both. The externally braced hull was the standard in submarine design, because piping and conduit cannot penetrate frames without compromising strength. With modern welding techniques it has been possible to grip the hull plate to the frame with such force that external framing is successful.

The distance between frames is crucial to determining test depth since this distance is where a compressed hull will yield or fail. The distance is a design function taking into account the factors described in this section.

The cylinder is the optimal shape for a submarine hull. A sphere is better still, however, the shape of a sphere does not accommodate a moving vessel through water. Only in experimental and exploration vehicles is the spherical hull shape used. A submarine is in essence, a long cylinder, made up of many sections welded together.

The tapered ends of the fleet type submarine (forward torpedo room and after torpedo room) called for innovation since the cylindrical form had to be compromised. These compartments were flattened for hydrodynamic reasons. Fleet type boats had exterior framing, however, in these end compartments the frames were interior as well as exterior. The deviation from circularity although small, produced a bending moment putting the shell plating under compression and the face plate of the frame under tension. Thus, the mass-produced fleet type boats had framing partly on the inside and partly on the outside of the pressure hull.

Three dimensional curvature for modern hemispherical bows require conical shaping, and tapered hull plating that in turn requires extensive welding.

The welding of the many plates and commensurate framing necessitates the greatest care. The weld seam must have the same strength as the abutting hull plates. This means that if welding is accomplished by hand the welder must be of the highest technical competence. Although a submarine may be similar to others in its class each is essentially hand built. Automation is limited, but computerization is extensive.

Hull butting is exact. Each cylindrical hull section must precisely match the adjoining section. Each cylindrical section has its edges ground to an approximate forty five degree knife edge. When two sections are mated the two edges form a trough. Actually, there are two troughs, one on the inside of the cylinder and the other on the outside. The welder (or machine) places the first bead at the deepest point of the trough. The next weld layer is placed on top of the deeper layer. As the process continues and the wedge shaped trough widens, more and more beads are placed side by side to fill the trough. Many hundreds of beads are required to bring the level of beading to the surface of the abutting hull sections. It is a long and tedious job and quality inspections are constant.

Unfortunately, a perfect cylindrical hull with precise welding and engineered frame spacing must be punctured to allow various pipes, coaxial cables and rotating shafts access to the exterior of the hull. Wherever such a hull opening occurs the hull must be reinforced by building up the thickness of the surrounding area. The larger the opening (such as for hatches) the stronger must be the build-up. Even when every effort is made to compensate for the loss of strength from a hull opening the point of violation will be the point of failure when the hull exceeds test depth.

Time destroys the hull from several directions. The metal itself fatigues over time. Additionally, the sea takes its toll with corrosion eating at the metal. Hull modifications requiring welding, heat the hull and thereby reduce the effectiveness of the initial tempering. Nicks, gouges and scrapes collectively take their toll.

The Fleet Type boat designed and built during the Second World War were subsequently equipped with snorkels and modified into Guppies. These were often given to other nations under various alliances. Many of these boats are still operating as naval units in foreign navies. They are only now being replaced by more recently built boats.

Sunday, October 16, 2011


MARINE ENGINEERING & RESEARCH INSTITUTE (Marine Engineering & Research Institute) Marine Engineering & Research Institute erstwhile Directorate of Marine Engineering Training (DMET), with its Headquarters at Kolkata and branch at Mumbai was established in the year 1949 to impart training to the Marine Engineering Cadets. The headquarters of the Institute is headed by the Director and the branch by the Dy. Director. The Marine Engineering & Research Institute Kolkata conducts 4 year Marine Engineering Course equivalent to Degree course in Marine Engineering. The intake capacity of the above course is 120 per year. Both institutes are fully equipped to impart effective training in all the branches of Marine Engineering. The cadets for admission to Marine Engineering & Research Institute, Kolkata, are selected through a combined all India entrance examination conducted by IITS, all over the country

The Marine Engineering Training in India had its formal beginning in 1927 on board the Training Ship 'T.S. Dufferin" which provided facilities for training both of nautical and engineering merchant navy personnel. The main consideration, when this Training Ship was inaugurated, was mainly to inculcate sea-sense in cadets.

With the country obtaining Independence in 1947, it was realized that the newly independent vast country was in need of a large Merchant Navy. At the same time vast technological changes brought in by the gigantic war efforts of the developed countries during World War II, also showed inadequacy of the training systems. As a result, on the recommendation of

Merchant Navy Officers Training Committee', constituted in 1947, by Govt. of India, immediately after independence, the function of pre-sea training of Marine Engineers was transferred to 'Directorate of Marine Engineering Training' from the year 1949 with its headquarters in Kolkata and a branch at Mumbai.

Marine Engg. Training at MERI, Kolkata has undergone several changes in 70 - decade.
In 1977 / 78, an expert committee nominated by Govt. of India, headed by Prof. Shankarlal recommended certain reorientation in

  • Course curriculum

  • Class contact hours

  • Practical Training / Pattern.

(MHRD accorded approval to graduation certificate issued by the Institution as equivalent to First degree in Marine Engg. with effect from 1982-entry for the purpose of recruitment to the Senior posts and services under Central Govt.)

(The Graduation certificate issued by the Institution also got recognition of The Institution of Engineers (India) as an exempting qualification from their A & B examinations from 1982 onwards.
*Further the course has also got the approval of AICTE.

*In order to meet the IMO requirements for Marine Engineers working on board the ship the training curriculum in this Institute has also been oriented to cover the STCW 95 convention.

*For Quality accreditation the 'System Manual' and the 'Procedure Manual' have already been prepared and the Institute is in the process of getting ISO-9000 certification.

marine engineering and reserch institute
33 acres (approx.) at P-19, Taratala Road, Kolkata 700 088.

4 Nos. which can accommodate 120 cadets & 10 Nos. which can accommodate 40 cadets.

State of the art laboratories _ Mechanical Lab., Hydraulic Lab., Heat Lab., Electronic Lab., Electrical Lab., Control Lab., Boiler Lab., Computer Lab., Marpol Lab., Fire Fighting Lab., Simulation Lab., Seamanship Lab.

Facility of full fledged technical library comparable to the very best in the country is available to the candidates in the training center and services available in terms of books, journals, videos and periodicals etc.

Fully equipped in-house workshop having Test Rig and working models of ship's machinery and component parts.

Residence in the hostel is compulsory. Final year cadets are given single seated rooms while junior cadets share accommodation in the hostels. All cadets are required to be members of the joint mess run by the cadets which is subsidised by Grant-in-Aid from the Govt. A cooperative store is run by the cadets for their benefits. All cadets are required to be members of the cooperative store.

Cadets must wear uniform throughout their period of training. At the commencement of training, articles of uniform as per printed "list of uniform" of this Directorate are to be purchased by the cadet.

High standard of paramilitary type of discipline is maintained in this Institution. All cadets must carefully read and understand the standing orders, rules and regulations etc. and abide by them at all times. The Director reserves the right to impose on a cadet punishment including fine, suspension and dismissal from the training in the event of any breach of discipline.

A number of scholarships both on merit and financial conditions of the parents are available to the cadets of MERI.

Personal accounts are opened in the name of each cadet at the time of joining the course and are operated throughout his period of training of four years. Yearly statements will be
given to the cadets.

Quarterly hostel rent, tuition fees, mess estt. charges etc.
(@Rs. 700/- per month for general cadets and @Rs. 600/- per month
for SC/ST cadets ).

For General cadets - Rs. 2100/- (quarterly).

For SC/ST cadets - Rs. 1800/- (quarterly).
Mess charges (Rs. 1000/- p.m.) for all cadets Rs. 3000/- (quarterly).
Caution money ( one time ) for all cadets Rs. 500/-
Medical & Sports charge ( Rs. 100/- per month) for all cadets
Rs. 300/- (quarterly).
Computer / Internet System charges (Rs. 150/- p.m.) for all cadets
Rs. 450/- (quarterly).
Upkeepment of hostel / hygiene (Rs. 30/- p.m.) for all cadets
Rs. 90/- (quarterly).

Mess estt. and tuition fees etc. U.S. $4000 per annum.
Medical, Sports Charge, Caution U.S. $300 per annum.
money etc.
Mess charges (variable) Same as applicable to Indian cadets.

1. The maximum at entry level :
(I) For general category candidates not to exceed 20 years.
(II) For SC/ST category candidates not to exceed 25 years.

2.The educational standards for entry to this course is a pass in 10+2 school level with Physics, Chemistry and Mathematics and qualify through Joint Entrance Examination conducted by Indian Institute of Technology all over India followed by counseling.

3.Qualified candidates are required to produce a detailed medical report of self from a qualified body during counseling. An appropriate medical board also checks the eye sight in particular and all other aspects in general at the same time. Only successful candidates through both these tests are eligible for admission.


The training curriculum is conducted in eight semesters spread over four years and makes adequate coverage as per International Marine Organizations requirements / regulations.

The course also includes in-depth coverage of various allied engineering topics e.g. Mechanics of Machines, Mechanics of Materials, Advanced Mathematics, Advanced Computer Science, Electronics, Fluid Mechanics etc. so that a passed candidate has adequate reserve to pursue the development and research work in his chosen area, if he so desires.

Extensive further training is given in Physical Exercise, Parade, Housekeeping, Swimming and Outdoor games, under daily routine in order to ensure that every trainee acquires the mental, moral and physical attributes essential for development as Marine Engineer. Every trainee will be issued a Training and Assessment Record Book (TAR) and he is responsible for upkeep and security of the book.

On successful completion of this training program, assessment and examination by the administration, trainees should be competent to carry out safely the watch keeping duties of an engineer officer on board a ship and be fully conversant with the maintenance and operation of machinery and equipment fitted on board a ship.

Campus interview is held every year by different Shipping Companies and all the cadets are absorbed in different Indian and foreign shipping companies. Successful Marine Engineers from this Institute have been manning the ships holding the life line of economy not only of India, but also of many foreign countries.

Contact Person

Shri S.Mukhopadhya, Director
Marine Engineering and Research Institute,
P-19, New Taratalla Road,
Kolkatta - 700 088
Tel No: 033-4014794/76
Fax No:033-4014333

Web Site :