Amin Corporation is established in 1992 and are engaged in supply of all kinds of NEW and USED marine machinery, equipments and spares removed from largest ship recycling yard of the WORLD ALANG.
We supply engine spares, hydraulic motors & pumps, auxiliary machinery & equipments, deck machinery and equipment, deck crane and winches, refrigeration machineries and equipments, steering gear equipments and all miscellaneous items available from the ALANG ship recycling yard.
Amin Corporation is located at Bhavnagar a city in the Indian state of Gujarat situated about 170 km away from Ahmadabad. It is 50 KM away from Alang ship recycling yard. Bhavnagar lies on the cost of the Gulf of Khambhat in the southeast corner of the peninsular region of Gujarat known as Kathiawad or Saurashtra.
We care for our customers and take due care that the item supplied is in quite good condition having sufficient service life. We have team of qualified and experienced engineers and technicians for quality assurance. They always double check each supply so that customer is not harassed mid of the sea.
Available Testing Facilities
Mumbai and Ahmadabad are the International airports of India near to Bhavnagar.
One hour air way to Bhavnagar. one airline frequency is available to reach Bhavnagar from Mumbai. www.airindia.com
it is on the Western Railway Line. It is 761 kms. From Mumbai via Ahmadabad and 788 kms. via Viramgam.
About 3 to 4 Hours road journey which is about 170 kms from the Bhavnagar. Regular road transport is available from the Ahmadabad to Bhavnagar.
Some interesting facts about the Bhavnagar which you may like to know.
ALANG is the largest ship recycling yard in the world. Approximately 10 kms long sea front on the western coast of the Gulf of Cambay adjoining to Alang-Sosiya village is developed as ship recycling yard. By road, it is about 50 kms. from Bhavnagar. Nearest airport and railway station is Bhavnagar. Alang is well connected by road.
Old ships that are no longer capable of plying or those that have such high maintenance costs that it is more economical to scrap them are usually sold to ship-recyclers. These vessels incur expenses such as port charges, crew salaries and oil consumption cost. Thus they become a burden to the shipping companies. And the only safe and economic way of getting rid of such vessels is a systematic recycling. Thus the need of reducing unnecessary ship-traffic in a safe and economic way gave birth to the massive industry called ship-recycling.
The Ship Recycling Yard at Alang located near Bhavnagar in Gujarat State on the western coast of Gulf of Cambay is considered to be the largest ship recycling yard in the world.
The unique geographical features of the area including a high tidal range, wide continental shelf, 15 degree slope, and a mud free coast, are ideal for any size ships to be beached easily during high tide.
Alang has a very high inter-tidal gradient. This enables the ship to beach right at the shore during high tide and when the tide recedes the ship stands almost at a dry-dock. This not only makes work easy but also makes easy in terms of collecting the valuables and the waste items from the sand. Usually heavy items are dropped into the sea-water during high tide and this minimizes damage.
Due to high tidal gradient, larger ships can come straight into the shore. This reduces the total working time on each ship.
Since the beach is sandy, the heavy items do not sink in the mud and similarly the hazardous waste matter such as paint and other heavy metal and other deposits do not leach into the soil.
The rainfall is mild and work can be carried out throughout the year.
Since Alang is sheltered from high velocity winds or excessive humid conditions, ship recycling is a perennial activity and safe.
There is a layer of hard rock just beneath the sand and this prevents rainwater and even seawater from seeping into the subsoil. Thus the danger of subsoil contamination is ruled out.
Sometimes there is danger of seawater pouring into the rivers when the latter run dry. The rivers that flow into the Gulf of Cambay are Pasvivali and Manar. Both are seasonal but since the land is at a substantial height from the sea, the seawater cannot seep into these rivers during the lean season. The only perennial river Shetrunji too is protected from the intrusion of seawater.
Due to the relatively moderate rainfall and shelter from strong tides and winds and also because of the absence of rocks around the area, the Alang yard can recycle smaller ships easily. Therefore, the numbers of ships that can come to this yard are many. In contrast, Gaddani in Pakistan and Chittagong in Bangladesh have strong winds and strong tides respectively and hence they can only demolish very large vessels. Chinese seacoast has typhoons all through the monsoon season and hence ship recycling cannot go throughout the year in an uninterrupted manner.
The local population consists of small farmers who are settled in small hamlets. Had the local population been pastoral who would need large grazing grounds or fisher folk like the kholis in Mumbai port area, Alang would not have obtained the freedom to expand the way in which it has done.
Ship Recycling is not new to India for we know of this activity ever since 1912 in Kolkata and Mumbai. The ship recycling activity in those days was a part of the larger colonial economy like plantations and mining. Steel scrap was worthwhile even then and countries that had yards to recycle ships were often considered to be economically fortunate. Indeed, ship recycling became very important at the end of the two World Wars, especially after the World War II. Further, after the oil boom in the Middle East, oil became a much transported commodity and large oil tankers added to the fleet. Refrigeration techniques that grew around the early 1950's, too led to the emergence of the large refrigeration vessels. All of these started to age by the middle of 1970's and the ship recycling activity reached new heights in the Western countries. When the first economic recession came around 1984 and the fleet owners thought that it was better to scrap ships than to maintain them, there was a huge backlog of ships to be demolished. With the recession on, labour appeared to be far too costly and steel scrap yielding far less prices, ships had to look for cheaper labour elsewhere. India, stepped in at this juncture.
India did not take the activities directly from the West. The first round of relocation of this industry took place in Taiwan and Korea - the countries that were fast industrializing, had a high demand path for steel and labour was cheaper. With economic growth in these countries having stabilized and wages and standards of living rising, the ship recycling activity passed on to the next level of developing countries of the Indian subcontinent, China and Vietnam, the laggard among the south east Asian Tigers. When ship recycling came to India it was a part of the industrial relocation that started around the middle of the 1980's when the low-skilled and low-wage jobs shifted to the Third World countries. Indeed, the coming of the ship recycling activity to India was a part of globalization, as we know it today.
One of the reasons why the ship recycling activity became a boon for India was that, the middle of 1980's was a time of the rise of electric arc furnace and a rise in demand for steel melting scrap. The re-rolling mills were already facing an expansion around the middle of 1970's and they now grew up very fast in North and West India. The re-rolling mills were driven mainly by the boom in the construction sector in these parts that emerged as a result of rapid urbanization. Ship recycling became a source of steel scrap, whether for melting or directly re-rollable material in the re-rolling mills. In terms of price, ship-breaking scrap historically is more expensive than scrap from railways or other melting scrap, but it is cheaper than ingots from the electric arc furnaces and the billets and the semis from the integrated steel plants. Hence, ship-recycling scrap conventionally has proved to be a direct competitor of the integrated steel mills in their market for semis.
Due to increase in trend of import of ships for breaking in India, an emphasis was laid to examine various sites suitable for this activity. Considering the favorable parameters for beaching method like high tidal range, firm seabed, gentle seaward slope etc., it was decided to set-up a ship breaking yard on the western coast of Gulf of Cambay near Alang village.
Hence ship recycling in its new avatar in India found a perfect host in Gujarat's Alang. The first vessel - MV KOTA TENJONG was beached at Alang on 13th Feb, 1983. Since then, the yard has witnessed spectacular growth and has emerged as a leading ship Breaking Yard in the world.