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.: 3-Sep-2015 :. Search News
Displaying 1 to 5 of Records.
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India: Govt to scrap licensing of Indian ships
India-registered ships will no longer need to hold permits from India's director general of shipping to operate, according to the draft of a new merchant shipping bill drafted by the government to make it easier for companies to do business.

The new bill, once cleared by Parliament, will replace the existing Merchant Shipping Act which was framed in 1958. Mint has reviewed a copy of the new bill. The focus of the new bill is to make it compact (the bill contains 267 sections compared with the 461 sections in the existing Act) and easily implementable, to promote ease of doing business in tune with the prevailing socio-economic realities.

"We have proposed removing licensing requirements for Indian-registered ships from the new Act," a spokesman for the shipping ministry said."As a result, licensing raj will disappear," he added.

The scrapping of the licensing requirement will help simplify customs procedures and dispense with port clearance requirements. "In future, registration of ship will be sufficient because the registration certificate will be deemed to be the licence," the ministry spokesman said. "So long as a ship is registered under the Indian flag, a licence is not required," said Amitava Majumdar, managing partner at maritime law firm Bose & Mitra & Co.

Shipping minister Nitin Gadkari simplified the ship-licensing regime for Indian ships a few months ago by making it a one-time, life-long licence co-terminus with the registration of the vessel. Earlier, Indian-registered ships had to renew their licences every year from the director general of shipping, India's maritime regulator.

Even the one-time licensing is now being dispensed with.

The licensing requirement will, however, remain for ships registered overseas when they are hired to operate on local routes.

A new scheme for ship acquisition introduced by the government will be brought under the revamped merchant shipping Act.

The so-called Indian controlled tonnage scheme allows shipowners based in India to acquire ships abroad and also flag them in the country of their convenience-typically tax-friendly jurisdictions to help access cheap source of funds-yet get fiscal and cargo benefits available in India.

The scheme gives local shipping firms the flexibility to directly register their ships overseas sitting in India without opening multiple subsidiaries abroad to acquire and manage such ships, which had become a trend among fleet owners due to tax reasons.

Such Indian-controlled foreign registered ships should hire at least 50% of the crew required to run the vessel from India to improve employment opportunities for Indian seafarers. This stipulation, though, will be subject to the staffing requirements of the flag state (where the ship is registered) or the operating state (where it is plying).

If the local rules require hiring of crew from that place, then the number of Indian seafarers would be reduced to that extent.

The foreign-registered ships controlled by Indian entities can be in-chartered (hired) by the same entity and such ships will get second preference for moving cargo along local routes within Indian waters after full-fledged Indian registered ships.

"Bringing Indian-controlled tonnage under the Indian statute will be detrimental to Indian fleet owners," said the managing director of a shipping company based in southern India. "The current Merchant Shipping Act is very onerous in terms of staffing of Indian crew. That's why we are flagging ships outside. If the government brings the scheme under the new merchant shipping Act, all provisions of the Act will apply. Then, why would we opt for the controlled tonnage scheme? By opening a subsidiary abroad, we might as well register ships outside where no provisions of the merchant shipping act are applicable," he said, asking not to be named.
Source: Livemint

Posted On:3-Sep-2015



Credits: www.hellenicshippingnews.com

Western Marine to deliver first container ship this month
The first container ship, built for Bangladesh's inland use, had a successful sea trial. The ship was built by Western Marine Shipyard Limited.

The company expects to handover the ship to its owner by this month.

This is the first container ship, which will operate in the inland route of Bangladesh carrying containers from Chittagong Port to Pangaon Inland Container Terminal in Dhaka.

The ship, MV Harbour-1, will be operated by Neepa Paribahan Limited. It will be able to carry 176 TEUs of containers.

Three similar ships will be delivered in next few months, which are under construction in Western Marine Shipyard. These ships are expected to play a major role in the government's initiatives to minimise traffic density on the highways.

Every year more than one million TEUs of inbound containers are transported from Chittagong to other destinations across the country. Experts opined that use of more inland container ships will play a major role in reducing traffic congestion in the country.
Source: The Financial Express

Posted On:3-Sep-2015



Credits: www.hellenicshippingnews.com

Larger european seaports stand to benefit from independent management
Reform efforts in European seaports that have outgrown their local and national importance should focus on making port authorities independent, either through corporatisation or privatisation. This is one of the principal conclusions of the PhD research that Patrick Verhoeven recently completed at the Department of Transport and Regional Economics of the University of Antwerp. The conclusion is partly based on a comprehensive assessment of the reform of Rotterdam Port Authority, which became a limited liability company in 2004.

"Independent management will optimise the possibilities for port authorities to contribute to the competitiveness of their ports", said Patrick Verhoeven, "It will increase their ability to invest, by having more autonomy over their own revenue sources, attracting new share capital and having better access to private funding. It will also enable far-reaching forms of cooperation with other port authorities, in order to widen their influence over logistics chains." Corporatisation, whereby governments remain shareholders, is the more suitable reform option for the management of multi-purpose gateway ports that operate in a landlord configuration. "Successful corporatisation however implies more than just changing legal status", added Patrick Verhoeven, "A genuine corporate culture must be introduced, whereby supervisory board and management act in the interest of the company. Post-reform governance, including regulatory oversight, should not be neglected."

The drive for further port management reform in Europe should be a bottom-up process, but there is also a role for the European Union. "Port authorities and governments should share the objective that reform is to improve competitiveness of ports", said Patrick Verhoeven, "This will not just serve the ports concerned, but the European port system as a whole. This is why the European Union should be an objective ally that helps keeping port management reform processes on track. The continued stalling of a clear regulatory framework regarding the application of competition and internal market rules is therefore in no-one’s interest."

In addition to exploring the future scope for port management reform in Europe, the study of Patrick Verhoeven revisits the role of port authorities, identifies trends in port management and governance and assesses the economic impact of port management reform. This is done through a review of literature, empirical evidence drawn from European seaports and an assessment of EU policy initiatives. The main academic contribution of his work, which was supervised by Prof Dr Eddy Van de Voorde, consists of a comprehensive analytical framework to measure the economic impact of port management reform and to identify influential process factors.
Source: University of Antwerp

Posted On:3-Sep-2015



Credits: www.bunkerportsnews.com

Bad weather halts operations at three Kuwait ports - KUNA
Bad weather halted operations at Kuwait's Shuweikh, Shuaiba and Doha ports on Wednesday, state news agency KUNA said, quoting the country's port authority.

The ports stopped operations as the country witnessed high winds and dust, KUNA said. The ports are expected to reopen once weather conditions and visibility improved.
Source: Reuters (Writing by Yara Bayoumy; Editing by David French)

Posted On:3-Sep-2015



Credits: www.bunkerportsnews.com

First phase of planned offshore megaport could be open by late 2016, backers say
With the Panama Canal expansion moving closer to reality, a group backing development of the nation’s first offshore megaport - slated to be built off the coast of Plaquemines Parish - said Monday that the project's first phase is fully financed and could be operational by the end of 2016.

The announcement comes seven years after planning began for the Louisiana International Deep Water Gulf Transfer Terminal, which is intended to be a cargo transfer point for mega-vessels that are too big to navigate the lower Mississippi River.

When the multibillion-dollar Panama project is finished, the canal will be able to accommodate ships with drafts as deep as 50 feet below the water's surface. That is 5 feet deeper than what’s now available on the lower Mississippi.

The design and engineering work on the offshore project's first phase - a $25 million dry-bulk transfer terminal - is scheduled to wrap up by next summer. Applications for the necessary permits will be submitted to the U.S. Army Corps of Engineers and the U.S. Coast Guard in coming weeks, officials said, with an eye toward finishing construction by next fall.

The dry-bulk terminal is the first of five phases planned for the mega-port, its backers said during a news conference Monday in New Orleans.

The full development, which could take five years and cost $10 billion to build, also will include facilities to handle liquid bulk; petroleum; liquefied natural gas; and container cargo on large vessels entering and leaving the U.S.

The dry-bulk terminal will handle grains, beans, fertilizer and other items.

The proposed terminal will use a hub-and-spoke distribution system that will allow freight to move through coastal and river transit systems to smaller ports. The transfer terminal will be able to off-load eight 18,000-TEU - or 20-foot equivalent units, a measure of cargo capacity for containerized shipping - ships simultaneously in about 36 hours.

For shippers, that quick turnaround means more revenue because ships can make more trips each year.

The project's backers, including state Sen. A.G. Crowe, R-Slidell, contend that the mega-port makes the most sense for goods being shipped internationally because the larger vessels can carry more cargo.

The average U.S. port harbor is 35 feet deep, while the average draft of newer, so-called post-Panamax ships is about 50 feet.

The transfer terminal will have water depths of more than 80 feet, allowing it to accommodate "the largest vessels in the world," Christine Lowenberg, the project's manager, said Monday.

Tom Thornhill, the project's co-manager, said the financing is fully in place for the first phase of the project, and he's optimistic that the full five phases will be built.

"The response of the industry has been overwhelming," he said, noting that the project has "multiple investors on the private side."

Crowe, who drafted the legislation to establish the Louisiana International Deep Water Gulf Transfer Terminal Authority in 2008, said the project will fill an obvious need.

But he also acknowledged that not everyone is behind the project. "No doubt this project has its skeptics," he said. "So did the Superdome, by the way."

Among those skeptics are leaders at the Port of New Orleans. Asked whether the proposed transfer terminal will draw business away from the New Orleans port, Crowe replied with an abrupt "no."

Noting the ongoing financial challenge of finding money to continue dredging the lower Mississippi River, Crowe said the new terminal would help ensure that the state doesn't lose container traffic to other Gulf Coast ports like Houston.

"You're going to see containers going from 4,000 on a ship to 12,000 to 13,000," he said. "What that means is the draft will be deeper and it will be even more of a challenge to the money coming in from the federal government to keep (dredging) Southwest Pass even deeper."

Gary LaGrange, president and CEO of the Port of New Orleans, said in a statement Monday that while he wishes the project well, "there are aspects to the overall scope" of its development that could "represent duplicity" with his port.

"We don't see the feasibility in duplicating what is already in existence with plans to expand," he said. "Louisiana’' present and future container operations are at the Port of New Orleans."

Meanwhile, the Corps is studying the feasibility of a potential $300 million effort to deepen the lower Mississippi River by as much as 5 feet.

The project - which would cover the stretch from Baton Rouge to the Gulf of Mexico - is being considered largely in light of the work underway at the Panama Canal, which is slated to wrap up next year.
Source: The Advocate

Posted On:3-Sep-2015



Credits: www.bunkerportsnews.com
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