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.: 7-Sep-2015 :. Search News
Displaying 1 to 4 of Records.
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12 Indians stranded aboard ship in Ajman
Sailors living in squalor for 3 months; owner promises to resolve issue within 10 days.

Twelve stranded Indian sailors have been living without pay and on limited medical, food and water supplies for three months aboard a vessel berthed at the Ajman freezone.

Most of the stranded crew of Happy Success said they have not been paid their salaries for over five months and in some cases six. Crew members also alleged that the supply of diesel, food and drinking water has been irregular.

The vessel's owner and director, Rohan Hede - of Hede Ferromina's Pvt Ltd based out of Goa, India - when contacted over the phone said the company is doing everything in their power to clear the paperwork of the employees and send them back to India.

The ship's local caretaker Cyrus Shipping Services LLC, however, said there is an ongoing standoff between the owner and its crew members, which is why they haven't been paid for six months.

According to the stranded men, the owner has been unreachable. Safaraj Khan, one of the crew said: "We have limited medical supplies in the ship. Due to the heat and lack of proper air conditioning, the men have suffered deep skin rashes. The condition onboard is very bad, people are losing their mind."

The stranded crew members include the captain of the ship, Niranjan Das Nripendra, second officer Sarfaraj Khan, chief engineer Ananta Kumar Nandi and nine other crew members.

The men have no way to communicate with the outside world and cannot afford money for telephone calls. The crew cannot exit the port premises, either.

"We have been using the Sat-C, a satellite communication device to send messages. We have send hundreds of messages to the owner, the Indian mission in the UAE, and to so many other people for help. No one has looked into our matter for months," said Nandi. Some crew members are as young as 21 and face financial problems back home.

The men are being given food, water, diesel, and Dh1,000 in total every week for supplies by the company. However, due to lack of diesel, the ship faced a blackout for one day in July.

"We always need to call and pester them (the company) for supplies. They wait until the last drop of diesel drains out and after we raise a hue and cry they come and drop off eight to 10 tonnes of diesel," said Sarfaraj.

The Indian Consulate in Dubai is aware of the crew's condition and has promised to look into the problem at the earliest. "The consulate has already begun work on the case and we are pressurising the officials concerned to sort matters out as soon as possible," an official told Khaleej Times.

The ship left the port of Mumbai on February 11 and reached the UAE waters on February 26. The ship was first taken to Port Khalid in Sharjah, where it was anchored for five days. "The ship then met with an accident in Sharjah ... and that is where the problem started," said Sarfaraj.

Ali Khamooshi, an employee of Canada Shipping LLC, local representative of Hede Ferromina, said: "The ship was supposed to leave for Russia, but due to delay in the paper processing in Mumbai and the accident in Sharjah, the ship never set sail."

Since the ship has over-stayed in the port for over 21 days, special permissions from the Transport Authority and coast guard needs to be acquired. "Only after this and payment of pending dues, will the crew members' fees be cleared," said Ali Akbar, an employee of Hede Ferromina who is now in the UAE due to the issue. PRO of Cyrus Shipping, Mohammed Qaiser, said the company has not taken care of its crew members and the men are in a very bad condition, especially in the last four to five months.

He said: "The crew has not been paid for five to six months. The company has not paid the port and agency dues, either. There is a total outstanding of Dh45,000 of port and agency dues. The company has only cleared Dh17,000, which is payment for the month of June."

The company, however, claims that salaries for only three months for senior staff and one to two months for junior staff members were pending.

The company also said that the crew members were offered jobs which they turned down.

It claims to have cleared all outstanding dues to Cyrus Shipping as of Tuesday, September 1. Officials at Cyrus Shipping, however have not confirmed this.

Shore pass rules for seafarersSeamen are not issued visas for all countries. As per the International Maritime Organisation (IMO), all seafarers must have a Continuous Dischrage Certificate (CDC) issued by their home country. The CDC resembles a passport, but only for seafarers, and their travel activity is recorded in the CDC.

Usually ports issue a shore pass for seafarers, free of cost, which gives them the freedom to exit the port for a few hours in a day. In the UAE, the shore pass is issued by the Immigration Authority.

Seafarers use them to leave their ship and the port that the ship is berthed in to go for shopping, haircuts, medical services, and other services not available in the port.

In the UAE a shore pass is issued at Dh150 per day. But companies do not undertake the cost of issuing the shore pass and seamen do not spend money on acquiring it either.

Posted On:7-Sep-2015



MARAD Releases New Exhaust Gas Scrubber Guide for Maritime Applications
The U.S. Maritime Administration (MARAD) has released the Fourth Edition of the "Exhaust Gas Cleaning Systems Selection Guide."

The new edition is said to provide ship owners and operators with the up-to-date information on scrubber technology for use in complying with industry sulfur content regulations on marine fuels.

Included in the latest edition is "guidance on regulatory requirements and compliance options, life cycle analyses for various vessel types, review of scrubber technology and technical insight into integration, operations, and maintenance challenges."

Developed by the Ship Operations Cooperative Program, the guide is said to have received funding from MARAD's Maritime Environmental and Technical Assistance (META) Program.

In May, MARAD announced that it was offering up to $1.3 million in Federal funding for projects supporting vessel emissions reductions including scrubbing technology, and alternative energy.

Posted On:7-Sep-2015



Credits: shipandbunker.com

The Burman effect on stevedoring
Ramakant Burman is a man vilified by India's stevedores and shore cargo handling agents after the shipping ministry changed the way permits are sold to the entities that load and unload cargo from the non-mechanized, common user cargo terminals at ports owned by the government.

Following a sustained campaign by Burman (he was dismissed from service by Kolkata Port Trust in December 2013 for being a whistleblower), the ministry on 12 August announced that stevedoring and shore handling agent permits will henceforth be sold on the basis of revenue share.

The revenue share will be discovered through auction and the ceiling/maximum rates to be collected by stevedores and cargo handling agents from exporters and importers will be fixed by the Tariff Authority for Major Ports (TAMP).

Consequently, the highest revenue share price determined through auction will have to be matched by all other eligible stevedores/shore handling agents currently operating in these ports to be allowed to hold permits for work.

This will ensure sufficient competition between stevedores and shore handling agents so that the market can decide the rates within the ceiling set by TAMP.

Stevedores load and unload cargo to and from ships while shore handling agents undertake carting, storing and delivering the consignment to customers in the case of imports and receiving the cargo, storing, feeding and loading them onto a ship for exports.

While the law requires both stevedores and shore handling agents to hold work permits, only the former are licensed after they pay an annual fee and that, too, without a tender. More importantly, their rates are not notified by TAMP. In fact, the previous stevedoring policy of the shipping ministry allowed stevedores to charge rates from customers based on market forces.

On average, there are at least 50 licensed stevedores operating in each of the 12 ports, resulting in claims that there was stiff competition among the service providers and lower rates for exporters and importers.

After issuing licenses, the port authorities have no role in their functioning as the stevedores and shore handling agents are engaged by exporters and importers based on competitive quotations to load and unload cargo from non-mechanized berths. They are paid by the exporters and importers who hire them but none of this money is shared with the port which has invested in constructing the berths by way of royalty or revenue share, a point that was highlighted by Burman to drive home the point that ports were losing money because of the way permits were sold.

A five-member panel of port chairmen that was set up by the ministry to study and make recommendations following the controversy favoured licensing of stevedores and shore handling agents and their rates being set by TAMP.

However, the panel was not in favour of issuing permits to these entities on the basis of revenue share, arguing that extracting a revenue share may raise the transaction cost of exporters and importers and lead to diversion of cargo from major ports (those owned by the Union government) to non-major ports (those owned by the states where rates are decided by market forces) that are already growing at almost five times the rates of the major ports.

This recommendation has a point. If a truant bidder wants to play spoilsport, he can quote a very high revenue share, which other eligible entities may find exorbitant to match. This could result in only one entity or a very few of them carrying out stevedoring and shore handling, creating a monopoly, instead of the average 50 operating now in each port. In such a scenario, the possibility of cargo diversion to non-major ports would look real. For this reason, stevedores and shore handling agents are dreading the revenue share model for buying permits more than them coming under the ambit of TAMP to set their rates.

Burman's counter-argument to this is that the major ports will be able to win back the cargo lost to non-major ports with TAMP setting rates for stevedoring and shore handling activities that will be much lower than what they are charging customers in a free pricing regime. Extracting a revenue share from these entities, Burman says, will not raise the transaction costs because it is not allowed as a cost element while setting rates, according to government rules.

This has been demonstrated at the Haldia Dock Complex of Kolkata Port Trust when it opted for an auction to select shore handling agents on a revenue share basis with ceiling rates set by TAMP. Shore handling agents at Haldia (four of the 146 agents have a market share of 93%) were charging customers between Rs.200 and Rs.250 per tonne of cargo handled for many years without sharing any of this levy with the government-owned Kolkata Port Trust.

But, for the auction, TAMP set a ceiling rate of Rs.119.48 per tonne which fetched a highest revenue share price bid of Rs.14.77 per tonne for Kolkata Port Trust. Now, all those looking to get a shore handling agent work permit at Haldia will have to give this revenue share to the port on the cargo volume handled. Out of the 273 million tonnes (mt) of dry bulk cargo handled by the ports owned by the government in 2014-15, half or about 140 mt were handled by stevedores and shore handling agents, with the balance loaded by public-private-partnership operators who, in any case, pay revenue share to government ports discovered through tender.

The shipping ministry has, in its wisdom, decided to opt for revenue share to select stevedores and shore handling agents in a bid to earn some money from outsourcing these activities, discipline them and check any scope for cartelization. The new policy has removed the clause on mandatory booking of port labour by these entities even if they are not required, which will help reduce the port logistics costs by lowering the operating costs of stevedores and shore handling agents.

Burman says the government policy has vindicated his stand.
Source: Livemint

Posted On:7-Sep-2015



Credits: www.hellenicshippingnews.com

Understanding the world's oceans more essential than ever to secure the future of our planet
A greater understanding and appreciation of our oceans is essential for the wellbeing of the world's population, according to the Global Marine Technology Trends 2030 (GMTT 2030) report launched today (Monday 7 September).

The report is the culmination of a collaborative project between Lloyd's Register, Qinetiq and the University of Southampton looking at the future for: commercial shipping -without which world trade would cease; for navies - so vital for security; and the health of the oceans - addressing the challenges of pollution, climate change and exploitation of resources.

In asking 'what's next' GMTT 2030 is an aid to business, policy makers and society in trying to understand the future for the maritime industries and the oceans.

Leading the 'Ocean Space' section of GMTT 2030, experts from the University's Southampton Marine and Maritime Institute (SMMI) report that since the start of the Industrial Revolution, there has been a 30 per cent increase in ocean acidity and that 25 per cent of atmospheric CO2 is absorbed by the oceans. In addition, some 16 per cent of global protein intake comes from fish with an increasing amount of the world’s medicines, materials and energy also derived from the oceans.

By the year 2030, the experts forecast that twice as many offshore structures will exist including 100 times more wind turbines than at present, and that 50 per cent of the world's oil will be produced offshore. They also predict that within the next 15 years, 50 per cent of the global population will live in coastal regions.

To mitigate against these effects and to develop opportunities for the future, they've identified a number of key transformational Ocean Space technologies that will make the biggest impact now and in the future. These include:

Advanced materials - rise in the use of ultra-strong materials for ocean structures using embedded sensors to enable remote sensing and support the ability of materials and structure systems to self-repair when damage occurs;

Big data analytics- extracting and using complex data from activities such as resource extraction, exploration and environmental protection to influence the way humankind perceives and interacts with the oceans;

Sustainable energy generation - offshore energy-generation platforms and algae stationswill reduce the consumption of fossil fuels, mitigate pollution and have a minimal carbon footprint, so their impact on the environment will be relatively small.

The combined use of these technologies, say experts from the SMMI, will help the world address the effects of climate change, the higher expected frequency and severity of extreme weather, the further reduction of land-based resources and the increasing coastal populations.

Professor Ajit Shenoi, Director of the SMMI, said:

"We believe that working together, these technologies can be used to protect the ocean environment from excess exploitation and misuse as we gain a deeper understanding of the impact of human activity on the geology, meteorology and ecology of the ocean space. We can also better protect people living in coastal areas form extreme natural forces such as hurricanes and tsunamis.

"Given the depletion of land-based resources, people will increasingly look to the ocean for food, materials, energy and medicines. In fact, the potential of the ocean to provide these resources is already being realised. It will become necessary to deploy advanced and sustainable technologies to harvest these valuable ocean resources."

Professor Don Nutbeam, Vice-Chancellor of the University of Southampton, said: "This interesting and thought-provoking report provides potential answers to some of the most-pressing global challenges facing society. At Southampton, our world-leading research and education will undoubtedly play a crucial role in developing the emerging technologies required in our future marine world."


Source: University of Southampton

Posted On:7-Sep-2015



Credits: www.hellenicshippingnews.com
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