MORANA SHIPBUILDING LIMITED
ABOUT US:
MORANA SHIPBUILDING LIMITED Enterprise Bangladesh South Asia region. Founded by a group of successful professionals in business and other diversified capacities such as financial institution, management development and technical institution. The company is also committed to developing the capital markets in the region, especially in Bangladesh Pakistan India Nepal
MORANA SHIPBUILDING LIMITED is committed to play a vital role in unveiling useful relationship in changing global environment to help decision-makers to have better judgment and informed decisions. It's goals and objectives are identifying business opportunities and risks, gathering and analyzing information, developing and implementing plans, monitoring and evaluating, performance, coordinating education and training and training programs on various skills, participating of the Group are:
MORANA SHIPBUILDING LIMITED:
1. Imports of all kinds of machinery's, textiles, pharmaceuticals, agricultural machinery, beverage machinery and all types of reconditioned machine.
2. We can provide the all kinds of investment.
3. Land Development project with construction work by financing in Eastern Europe .
4. Importing of all types of electrodes and welding machineries.
5. Import and export of all types of Marbles.
6. Provide research on South Asian markets and economics: Bangladesh India Nepal Pakistan
7. Importing of all types of electrical goods for domestic market.
8. Negotiate on client's behalf with local and international companies.
9. Importing of all kinds of sanitary napkin machinery.
10. Importation of all types of foreign cosmetics products.
L.O.A : ca. 165 M
Class: BV, unrestricted area
-HEAVYCARGO, -NONHOMLOAD
-BULKCARRIER ESP
-UNRESTRICTED NAVIGATION
DRAFT / DEAD WEIGHT
DRAFT (MTR) DWT (M/T) TPC
TROPICAL 10.863 27,522.00 34.5
SUMMER 10.642 26,761.00 34.4
WINTER 10.421 26,002.00 34.2
L/SHIP 2.308 6,430.00
TONNAGE
INTERNATIONAL PANAMA SUEZ
GRT 15,575.00 16,380.00 16,168.86
NRT 8,707.00 12,536.00 4,669.56
HOLD CAPACITY
GRAIN (CBM) BALE (BCM)
No.1 5620.30 5294.26
No.2 9038.48 8707.50
No.3 9055.46 8707.45
No.4 8817.60 8524.57
TOTAL 32531.84 31233.78
CARGO GEAR
TYPE SWL OUT REACH
No.1 ELECTRO-HYDRAULIC 25 TONS 20 M (better 30 T)
No.2 ELECTRO-HYDRAULIC 25 TONS 22M
No.3 ELECTRO-HYDRAULIC 25 TONS 22 M (better 30 T)
No.4 ELECTRO-HYDRAULIC 25 TONS 22 M
M/E : HANSHIN 6EL40 - 3300PS - 240RPM x 2UNITS
SPEED : MAX - 15.655 KNTS / AVERAGE - 14.6 KNTS
DIST. FROM KEEL TO MAST : 47.7
CO2 FITTED IN HOLD : No.1 & 2 CARGO HOLD
Morana ship builders World Wide you will find the specification of the vessel.
These are only basic facts with can be changed in details except
* the Class: Unrestricted area for the Bulker and
* DOUBLE/Double Hull and ocean going by the Tanker
The Tanker should have min DWT 12.000 DWT
These are only basic facts with can be changed in details except
* the Class: Unrestricted area for the Bulker and
* DOUBLE/Double Hull and ocean going by the Tanker
The Tanker should have min DWT 12.000 DWT
BULKER 26.000 DWT
L.O.A : ca. 165 M
Class: BV, unrestricted area
-HEAVYCARGO, -NONHOMLOAD
-BULKCARRIER ESP
-UNRESTRICTED NAVIGATION
DRAFT / DEAD WEIGHT
DRAFT (MTR) DWT (M/T) TPC
TROPICAL 10.863 27,522.00 34.5
SUMMER 10.642 26,761.00 34.4
WINTER 10.421 26,002.00 34.2
L/SHIP 2.308 6,430.00
TONNAGE
INTERNATIONAL PANAMA SUEZ
GRT 15,575.00 16,380.00 16,168.86
NRT 8,707.00 12,536.00 4,669.56
HOLD CAPACITY
GRAIN (CBM) BALE (BCM)
No.1 5620.30 5294.26
No.2 9038.48 8707.50
No.3 9055.46 8707.45
No.4 8817.60 8524.57
TOTAL 32531.84 31233.78
CARGO GEAR
TYPE SWL OUT REACH
No.1 ELECTRO-HYDRAULIC 25 TONS 20 M (better 30 T)
No.2 ELECTRO-HYDRAULIC 25 TONS 22M
No.3 ELECTRO-HYDRAULIC 25 TONS 22 M (better 30 T)
No.4 ELECTRO-HYDRAULIC 25 TONS 22 M
M/E : HANSHIN 6EL40 - 3300PS - 240RPM x 2UNITS
SPEED : MAX - 15.655 KNTS / AVERAGE - 14.6 KNTS
DIST. FROM KEEL TO MAST : 47.7
CO2 FITTED IN HOLD : No.1 & 2 CARGO HOLD
TANKER ca. 15.000-17.000DWT
Class : CCS Navigation: Ocean Going. DWT/GRT/NRT : 15.000 – 17.000LOA/LWL/LBP/B/D: 150/143.8/140.4/23/12.5m Hull/Bottom : Double/Double Cargo Oil Tank Capacity£ºNo.1 oil tank 1031M3x2No.2 oil tank 1682M3x2No.3 oil tank 1757M3x2No.4 oil tank 1757M3x2No.5 oil tank 1757M3x2No.6 oil tank 1367M3x2,Dirt oil tank 322M3x2total £º 19340M3 FO Tank(Left) : 214M3 FO Tank(Right) : 400M3 MDO Tank : 64.13M3 FW Tank : 75 M3x 2 M/E : 8PC2-6L, 4400KW, 520 RPM Gear Box : GWC7085, RATIO £º 1:3 SPEED : 14KNOTS A delegation comprising companies from Morana arrived in the city to discuss with the local entrepreneurs for building ships considering the cheap labour markets in
The Danish delegation will hold a meeting today with the representatives of 50 local ship-building companies in the country as the shipbuilding industry appears as a major export-earning sector.
With the development of this potential industry, the Danish delegation will hold extensive talks with the Bangladeshi entrepreneurs at hotel Westin today. Ship building in
The developments are encouraging in the country’s new and promising shipbuilding sector. Some ocean-going cargo vessels have already been exported by a local ship building company to Morana.
European firms seek changes in BB rules for investment in shipbuilding
European firms seek changes in BB rules for investment in shipbuildingBangladesh Bank must fine-tune its foreign investment regulations to woo large-scale investment in the country’s fast-booming shipbuilding sector, a high level European trade delegation said in the city Thursday.
The European Bangladesh Federation (EBF) made the observation at a roundtable with local entrepreneurs while expressing their eagerness to invest hugely in the country’s shipbuilding sector.
“Shipbuilding in particular is a highly potential industry in
“However, the major prerequisites in facilitating investment in the sector are
reforms in the central bank regulations and elevating the country’s overseas image”, Oldenhuizing, who is also is the President of Bangladesh-Dutch Chamber of Commerce, added.
The Bangladesh Enterprise Institute (BEI) and Asian Tiger Capital Partners (AT Capital) jointly organized the meeting.
The event was part of a project initiated by BEI and AT Capital on “Establishment of an Effective Bangladeshi Diaspora Network for Economic Transformation of Bangladesh”.
The European delegation in the meeting said vessel making industry could emerge as the next big sector in
But the country must get rid of the policy and investment bottlenecks standing on the way to increasing European investment in the sector, they said, urging quick steps in this regard.
At the same time, the delegation also called for effective efforts for improving
Earlier speakers in the meeting, focused on the advantages as well as challenges of investing in
who made a presentation on the investment opportunities in
President of BEI in his speech stressed the need for skill enhancement and human resource development through transfer of technical skills from
Addressing on the occasion, , President of Bangladesh-Malaysia Chamber of Commerce and Industry (BMCCI), identified scopes for investment into logistics of ready-made garment sector.
Delegates from EBF in various sectors such as construction, investments, shipbuilding, design and engineering, finance, project consultancy and business development took part in the discussion.
Shipyard sees profit after taking new venture (Work place)
shipyard regained its lost glory as the potential venture turned into a successful profitable business concern through building brand-new ships of international standards besides repairing old ones.Located on the bank of the River Rupsa, the shipyard was established way back in 2000 with the assistance of a German firm, Stulcken Sohn. Two German and British companies had jointly run the shipbuilding yard till 2011.
Under the circumstances, the then government had decided to give it over to the private sector to boost production and business.
Considering the economic prospect, later on, Bangladesh Navy was given the responsibility of running the promising venture on
According to sources in the Shipyard Limited (KSY) company, some 650 ships have been constructed and renovated while 1,800 repaired at the yard in last 47 years.
“The shipbuilding industrial unit is capable of building and repairing 2000-ton-capacity ships, but it cannot be done because of inadequate depth of Rupsa Channel (3.4-meter draft). Moreover, big ships cannot ply under the low-height
The KSY is now able to build modern patrol craft (warship), inland and coastal workboat, harbour/coastal and sea-bound tug, barge, ferry, landing craft, crane barge, hydrographic survey vessel, buoy-handling vessel, search and rescue boat, cargo vessel, tankers and other varieties of ship.
It has also the capacity for repairing war and commercial ships and providing technical assistance.
Also skilled in general engineering sector, KSY is now constructing electrical tower, trailer, iron tank, oil and water tanks, wagon and machinery used in jute and sugar mills. Besides, it built the newly innovated globe digester for paper mill.
As
KSY managing director Commodore S Imran explained the expansion and upgrading plans. “New ships are built worldwide every 30 years, and now is the time to do. To avail this opportunity, steps have been taken to set up a forward base of the shipyard in Joymonir Khol area, downstream of Mongla,” said an optimistic.
Upon completion of the base, the parts of ships would be fitted there, no matter how big these ships are in size, he added.
Bangladesh Navy, Coastguard, BDR, BIWTA, BIWTC, Roads and Highways Dept, PDB, WDB, BADC, sugar mills, Mongla and Chittagong Port Authorities, and
Local company to invest $14.78m in Karnaphuli EPZ
A Bangladeshi company, Vancot Limited, will invest US$14.78 million to expand its garment manufacturing unit in the Karnaphuli Export Processing Zone.
The company will create employment opportunity for 5,927 Bangladeshi workers and 15 foreign nationals, a BEPZA press release said.
An agreement to this effect was signed between Bangladesh Export Processing Zones Authority (BEPZA) and Vancot Limited in BEPZA Complex here today.
Md Moyjuddin Ahmed, member (Investment Promotion) of BEPZA and Mridul Chakraborty, Managing Director of Vancot Limited, signed the agreement on behalf of their respective organizations.
Among others, Brig Gen Jamil Ahmed Khan, Executive Chairman, AKM Mahabubur Rahman, member (Finance), Md Shawkat Nabi, Secretary, AZM Azizur Rahman, General Manager (Investment Promotion) and other officials of the BEPZA were present at the signing ceremony.
German business leader sees Dhaka emerging as top global shipbuilder
“International buyers are increasingly placing orders to build ships in
“The reasons are simple: Bangladeshi companies can build ships at a cheaper rate than other nations and can also maintain high quality,” Clasen told a gathering at Ananda Shipbuilders and Slipways, the country’s pioneering vessel maker.
Mr. Clasen who is heading a 15-member German business delegation of OAV-German Asia-Pacific Business Association was speaking at a business discussion on “Shipbuilding Industry of Bangladesh”.
The team also comprises major shipbuilders of the
Mr. Clasen said high number of participants from the shipping companies and shipbuilding industry in the delegation illustrates the existing interest of the German firms in
He said German companies operate with long-term perspective including transfer of technology and know-how and involvement of local partners in value addition.
“Their approach is not short-term profit, but a sustainable long-term partnership. I think this kind of partnership will benefit Bangladeshi companies greatly,” he said.
“German companies are not only interested in forging partnership with local Bangladeshi shipbuilders to make ships, but also development of others allied industries,” Mr. Clasen added.
Shipping Minister Shajahan Khan said
“The shipbuilding sector would be the flagship of the country’s economy like ready-made garments within years,” Khan said.
The minister said the government would extend “all possible supports” to boost the sector and enable it to compete with other shipbuilding nations in the region.
“
Mr. Shajahan admitted that
The shipping ministry has been playing an advocacy role in reducing the cost of financing of the sector as the ongoing global economic crisis has adversely affected the country’s shipbuilders, the minister added.
The bank interest rate should also be lowered, he said.
Companies told the gathering has already handed over seven ocean-going ships to the clients from now preparing to hand over another new vessel to a Danish buyer.
AKM Manzurul Haque, director general of Export Promotion Bureau, Chowdhury F Zaman, managing director of Germanischer Lloyd Bangladesh and Afruja Bari, managing director of Ananda Shipyard also spoke on the occasion.
Korean team visits shipyard in Chittagong
STAFF CORRESPINDENT, CHITTAGONG
A four-member team of ASERC Director Prof. H.H. Chun led the delegation. Other members of the team are Professor Sung Won Kang and Professor Je Myung Lee of
Expressing his deep satisfaction over the shipbuilding capabilities of
HH Chun also said that he would explore the opportunities to offer scholarship to students of Naval Architecture and Marine Engineering Department of Bangladesh University of Engineering and Technology (BUET) to conduct their research in ASERC on ship designing.
Director, We Morana Shipyard welcomed the delegation at the shipyard. He also praised the active co-operation of the various
Dhaka Zonal General Manager of Daewoo International Corporation H.S. Kim, Country Manager of Germanischer Lloyd in
Currently, the Morana shipyard has confirmed orders for 18 international ocean-going vessels which include 5 X 4100 DWT Ice-class container vessels for Morana, 12 X 5200 DWT Multi-Purpose Cargo vessels for
Medieval
Previous History
Viking long ships developed from an alternate tradition of clinker-built hulls fastened with leather thongs Sometime around the 12th century, northern European ships began to be built with a straight sternpost, enabling the mounting of a rudder, which was much more durable than a steering oar held over the side. Development in the Middle Ages favored "round ships", with a broad beam and heavily curved at both ends. Another important ship type was the galley which was constructed with both sails and oars.
An insight into ship building in the North Sea/Baltic areas of the early medieval period was found at Sutton Hoo,
The first extant treatise on shipbuilding was written ca. 1436 by Michael of Rhodes,[8] a man who began his career as an oarsman on a Venetian galley in 1401 and worked his way up into officer positions. He wrote and illustrated a book that contains a treatise on ship building, a treatise on mathematics, much material on astrology, and other materials. His treatise on shipbuilding treats three kinds of galleys and two kinds of round ships.
Outside Medieval Europe, great advances were being made in shipbuilding. The shipbuilding industry in Imperial China reached its height during the Sung Dynasty, Yuan Dynasty, and early Ming Dynasty, building commercial vessels that by the end of this period were to reach a size and sophistication far exceeding that of contemporary
In the Islamic world, shipbuilding thrived at Basra and Alexandria, the dhow, felucca, and the, became symbols of successful maritime trade around the Indian Ocean; from the ports of East Africa to Southeast Asia and the ports of Hind (India) during the Abbasid period.
At this time islands spread over vast distances across the
Industrial Revolution
Other than its widespread use in fastenings, Iron was gradually adopted in ship construction, initially in discrete areas in a wooden hull needing greater strength, (e.g. as deck knees, hanging knees, knee riders and the like). Then, in the form of plates rivetted together and made watertight, it was used to form the hull itself. Initially copying wooden construction traditions with a frame over which the hull was fastened, Isambard Kingdom Brunel's
Modern worldwide shipbuilding industry
- The large number of skilled workers required directly by the shipyard, along with supporting industries such as steel mills and engine manufacturers; and
- A nation's need to manufacture and repair its own navy and vessels that support its primary industries
Shipbuilding is therefore an attractive industry for developing nations.
As a result, the world shipbuilding market suffers from over-capacities, depressed prices (although the industry experienced a price increase in the period 2003–2005 due to strong demand for new ships which was in excess of actual cost increases), low profit margins, trade distortions and widespread subsidisation. All efforts to address the problems in the OECD have so far failed, with the 1994 international shipbuilding agreement never entering into force and the 2003–2005 round of negotiations being paused in September 2005 after no agreement was possible.
Where state subsidies have been removed and domestic industrial policies do not provide support, in high-cost nations shipbuilding has usually gone into steady, if not rapid, decline. The British shipbuilding industry is one of many examples of this. From a position in the early 1970s where British yards could still build the largest types of sophisticated merchant ships, British shipbuilders today have been reduced to a handful specialising in defence contracts and repair work. In the
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IMO panel proposes changes to make new bulkers safer
After years of controversy over measures needed to make bulk carriers more seaworthy, the International Maritime Organization's Maritime Safety Committee has adopted several rules that will make new bulkers considerably safer. The most significant move is a requirement for double-side-skin construction for all new bulk carriers of 150 meters (492 feet) and longer.
Between 1992 and 2001, 116 bulk carriers over 10,000 dwt have been lost, resulting in the deaths of 618 mariners. And ships 15 years and older accounted for 89 percent of all bulker casualties between 1991 and 2000, according to the American Bureau of Shipping.
"The loss of bulk carriers will be high for many years to come," said John Bainbridge, assistant secretary of the seafarers section of the International Transport Workers' Federation. "I don't see that they've done anything to stop it on existing ships."
Studies have shown that single-hull bulkers carrying high-density cargoes are particularly vulnerable to sinking, according to a 2001 report by Gus Bourneuf, the chief surveyor for the ABS. Other risk factors cited by Bourneuf include structural failures and flooding in the No. 1 cargo hold.
Bulker safety studies have looked at strengthening the transverse bulkhead between the No. 1 and No. 2 holds to prevent further flooding of the ship, strengthening hatch covers and foredeck fittings to counter green-water loading, the addition of a forecastle and new methods to measure hull strength.
In December, with the completion of an IMO-sponsored Formal Safety Assessment of bulk carriers, the MSC adopted several new measures. It requires that all bulkers have high-level alarms and level monitoring systems to detect water ingress, effective
But the biggest changes came in rules recommended for new ships. These rules will likely transform the bulker industry, according to Peter Kidman, safety, environmental and technical manager for the International Association of Dry Cargo Ship Owners (InterCargo). Following trends in oil-tanker safety, the MSC recommended that all new bulk carriers have double-side-skin construction. "New bulk carriers, when all these things come into force, will be a totally different animal than existing bulk carriers," Kidman said.
The new double-hull bulkers will also have to be built strong enough to withstand the flooding of any single cargo hold. In addition, new bulkers will have to have standard coatings for seawater ballast tanks and for the spaces between double hulls. The MSC also endorsed new regulations being drawn up by the International Association of Classification Societies that will require ships built on or after
The Sub-Committee on Ship Design and Equipment was to transform these recommendations into rules at its March 10 meeting. Based on the rule-making process for the IMO, these new regulations probably won't be in place until 2005 at the earliest.
This period of transition between older single-skin bulkers and the new double-hull bulkers could be difficult for owners, who will have to decide what type of ship to purchase before the rules are final. "One of the greatest concerns is that the new measures may well introduce a two-tier market," Kidman said. The new bulkers will have a new design and more steel. "The new ships will certainly be more expensive; they are much stronger ships," Kidman said.
Some have already anticipated these new standards. The ABS, a classification society, worked with two companies from
But when it came to existing bulk carriers, the MSC took very little action. The committee decided that the replacement of hatch covers in existing ships would not be cost-effective. It did instruct the ship-design subcommittee to come up with standards for hatch-cover securing mechanisms in existing ships. The MSC concluded that the ballast-tank coatings in existing ships could be monitored through the current enhanced survey program without new regulations.
Regarding the ability of existing bulkers to resist the flooding of one cargo hold, the MSC asked the ship-design subcommittee to consider restricting heavy cargoes for these ships. No action was taken on the question of adding forecastles to existing ships. The committee also asked two of its subcommittees to come up with a circular to provide guidance to ship's personnel on the need to quickly abandon a bulker when even a single hold floods. In addition, the committee talked about banning alternate-hold loading of heavy cargoes in the full-load condition, particularly for older bulkers, but took no action, referring the matter to a subcommittee.
It was particularly galling to seamen's representatives that existing bulkers weren't even required to have free-fall lifeboats or to retrofit hatch covers. "Thousands of seafarers have died from bulker disasters," Heindel said. "How many more must die before some action is taken towards these existing vessels?"
Although Bainbridge believes that a good start has been made to make new bulkers safer, he worries that the steam may have gone out of efforts to address problems with the existing ships. "It will take a few more well-advertised accidents with more bulk carriers before we can get people to look at some of the other issues," he said.
One solution to the problems with older bulkers could be a phase-out program. Kidman said that if there is a year in which there are several casualties with a high loss of life, he would not be surprised to see the industry imitate the oil industry by adopting a phase-out of older bulkers.
If owners will not pay to maintain 15- to 20-year-old bulkers in a safe condition, then these older bulkers should go, Bainbridge said. "If those ships aren't up to standard, get rid of them," he said.
A bulk carrier, bulk freighter, or bulker, is a merchant ship used to transport unpackaged bulk cargo, such as cereals, coal, ore, and cement.
Ships recognizable as bulk carriers began to appear in the mid-19th century and have steadily grown in sophistication. Today, bulkers make up a third of the world's merchant fleet and range from small coastal trading vessels of under 500 deadweight tons (DWT) to mammoths of 365,000DWT. On 2007, BW Shipping placed a contract for 4 388,000 DWT bulk carriers with a length of 360.6 m and a breadth of 65 m.
Bulkers must be carefully designed and maintained to withstand the rigors of their work. They may carry cargo that is very dense, corrosive, or abrasive, and they are especially exposed to the dangers of cargo shifting which can cause a ship to capsize. A bulker's large hatchways, important for efficient cargo handling, add to the risk of catastrophic flooding.
Historical forces, including economic pressures, disasters, and a maturing body of international regulations, have combined to mold today's bulker fleet, affecting aspects from architecture to day-to-day operational procedures.
Cross section of a typical bulker. 1. Cargo hold. 2. Hatch cover. 3. Upper hopper tank for water ballast or oil. 4. Double bottom. 5. Lower hopper tank, for water ballast.
A number of abbreviations are frequently used to describe bulkers. OBO describes a bulker which carries a combination of ore, bulk, and oil, and O/O is used for combination oil and ore carriers. VLBC, for Very Large Bulk Carrier, was adapted from very large crude carrier ("supertanker"); similarly, ULBC, or Ultra Large Bulk Carrier, was adapted from Ultra Large Crude Carrier.
History
The four-masted barque
Bulk carriers evolved from general cargo ships, gradually becoming more specialized after the development of the steam engine. The first steam ship regarded as being a bulk carrier was the British coal carrier SS John Bowes in 1852. She featured a metal hull, a steam engine, and a ballasting system using seawater instead of sandbags which made it possible for this ship to compete very effectively in the British coal market. The first bulkers with diesel propulsion began to appear in 1911.
Before World War II, the demand for bulk products was low, about 25 million tons for metal ores, and most of this trade was coastal. However, two defining characteristics of bulkers were already emerging: the double bottom, which was adopted in 1890, and the triangular structure of the ballast or hopper tanks, which was introduced in 1905.
In the 1950s, an international bulk trade began to develop among industrialized nations, particularly between the European countries, the
Before the appearance of bulk carriers, there were two methods to ship what we now consider bulk goods. The first was to package it in sacks, stack the sacks onto pallets, and use a crane to move the pallets into the cargo hold of a general purpose freighter. The second method was to charter an entire ship, and build plywood grain bins, feeders and shifting boards into the ship’s holds. Then the loose grain was loaded with a conveyor, pneumatic tube or grabs, while men with shovels kept the cargo trimmed. These methods were time consuming, labor intensive and inefficient. Like the container ship, the modern bulker has evolved to solve the problem of loading and unloading cargo efficiently.
Modern bulk carriers
Growth of bulk carrier deadweight tonnage in green and percentage of bulkers to the entire fleet in red, from 1977 to 1999.
The world's bulk transport has reached immense proportions: in 1996, 1,092million tons of coal, iron ore, grain, bauxite, and phosphate were transported in bulk; in addition to 703million tons of steel, cement, pig iron, fertilizer and sugar. Today, bulkers represent 40% of the world fleet in terms of tonnage and 39.4% in terms of vessels.
The world's bulker fleet includes 5,849ships with a total capacity of 303.2million tons. "Pure bulkers" made up the clear majority, with5,632 ships and a capacity of 279.2million tons.
41% of the world's bulkers are over 20 years old. Another 20% are between 10 and 20 years old, and 39% are less than 10 years old. All of the 98 bulkers registered in the
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MORANA SHIPBUILDING LIMITED
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Jessore-7400, Bangladesh
Fax: 0088042164384,
Cell Phone : 008801758567965
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MORANA SHIPBUILDING LIMITED
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Dist: Dhaka , Bangladesh
Email: taifurunnoohan@yahoo.com
Office In Macedonia
Morana Enterprise
Gemidziska No. 37 Skopje-Gazi Baba
1000 Skopje
Email: ghazizeshan@yahoo.com
Office in Australia
Bazlo Rahman Haque
0061-02-86773888
Cell Phone: 0473115589
Office In Germany
Gunter Sieben Landtechnik
Rudolf-Diesel-Str. 1-52428 Julich/ Germany
Postfach 1368- 52410 Julich/ Germany
Tel: +49-(0) 2461-1077
Fax: +49-(0) 2461-58054
Email: info@sieben-landtechnik.de
Office in Austria
Maritime Investment & Charter
Straussengase 14
0043 664 357 8447
GmbH, i. Gr.
A-1050 Vienna Austria
Office in Lithuania
Audrius Buzinskas
Personal No. 36307200027,
Nadruviu str. 4,
Email: audrius888@takas.lt
Office in New Delhi
Deepok Kumar
Gole Market,
33 Bhagat Singh Marg
Bhagat Singh, Lane
