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miércoles, 23 de diciembre de 2009

Falta progreso en el Puerto de Altamira: UNE

El Tema.El coordinador de la Maestría en Gestión de la Industria Portuaria de la Universidad del Noreste señala que la tendencia mundial es que la logística se maneje de forma virtual.

Fuente: Milenio

Altamira.-Para que el Puerto Industrial de Altamira evite problemas operativos y aumente la productividad, debe pertenecer a un solo concesionario, no a dos como ocurre en la actualidad, afirmó Hugo Sergio Gómez Smith.

El coordinador de la Maestría en Gestión de la Industria Portuaria, de la Universidad del Noreste, mencionó que en la actualidad son Altamira Terminal Portuaria e Infraestructura Portuaria Mexicana los que hacen las gestiones.

El experto señaló que en casos como Houston o Madrid, toda la logística es aprobada por una persona y se evitan grandes trámites para el manejo de mercancía.

“Aquí la problemática que se presenta es que los barcos en el mundo de la industria marítima mundial están creciendo, o sea, la tendencia de los barcos a nivel internacional es hacia el gigantismo.

“Ahorita en la actualidad hay barcos que te manejan los 10 mil o 13 mil contenedores y lamentablemente las limitaciones de Altamira son de calados, la profundidad no, aquí nosotros cuando pensemos en Altamira nosotros no podemos equipararlo a otros grandes puertos del mundo”.

Recordó que cuando se desarrolló el puerto de Altamira, se diseñó con un prototipo de cierto tamaño de barcos, de entre 200 y 215 metros de eslora o 215, por lo que se otorgaron concesiones a dos terminales.

“Si en la actualidad tuviese que concesionarse el puerto se tendría que dar a un solo concesionario para que así tengamos un panorama amplio de las posibilidades que tiene Altamira, porque el que haya dos concesionarias manejando barcos tan grandes en un espacio tan reducido es un problema operativo y de productividad para el puerto, entonces Altamira como para como están las cosas ahorita sería mas productivo que hubiera solo un concesionario. Los dos concesionarios son Altamira Terminal Portuaria e Infraestructura Portuaria Mexicana.

“Sólo tendría que ser un solo concesionario porque hay barcos muy grandes, los dos se tienen que estar haciendo favores, se tienen que estar prestando equipos, se tienen que estar cediendo pequeños espacios para poder operar barcos muy grandes”.

El experto insistió que hay cuestiones operativas que los limita mucho en la fase marítima; “ahorita la atención en el ámbito internacional se centra si hablamos de un puerto el 30 por ciento sobre el buque y el 70 son los elementos del comercio exterior.

“En realidad los puertos mexicanos no tienen para descargar barcos, hay una propiedad a nivel internacional de lo que es descargar barcos lo que le llaman en el ámbito la primera maniobra.

“Realmente el problema básico es la segunda maniobra, la salida del contenedor hacia su destino final, porque ahí los trámites son engorrosos. México en ese ámbito, en ese aspecto, tiene mucho que hacer.

“Reformar internamente demasiadas regulaciones para concentrarnos en pocos trámites y desechar documentos”.

Menos movimiento en Puerto de Tampico

Es una situación natural, no de competencia, afirma experto de la UNE.

Cada vez será menor el movimiento en el puerto de Tampico porque la tendencia mundial es la especialización, y en el caso del puerto jaibo es polivalente, indicó Hugo Sergio Gómez Smith.

El coordinador de la Maestría en Gestión Portuaria de la UNE señaló que no se puede hablar de una competencia entre los puertos de Tampico y Altamira, por la diferencia natural de ambos.

“Yo no pienso ni siquiera que sea una competencia; es una situación natural que se está dando porque al final de cuentas ciertos tráficos que se llevan a cabo por el puerto de Tampico ya dejaron de ser.

“Lo que está cambiando es que un barco un puerto sirve a la industria marítima, un puerto no tiene un fin en sí mismo si no está atado al progreso de la industria marítima, la industria marítima esta creciendo, se está modernizando.

“¿Y qué es lo que está pasando? La tendencia en el mundo es hacia la especialización, nosotros tenemos que tener claro que las terminales polivalentes o las terminales como las que maneja Tampico de carga fraccionada ya están quedando muy relegado”.

Aclaró que Tampico como puerto no desaparecerá porque traen cargas sobredimensionadas, como la madera, muchas cargas que no son colocadas en contenedores y se van a seguir moviendo, pero cada vez será menor.

“La tendencia es la especialización, en ese aspecto Tampico no tiene ventaja porque no tiene hay espacio. Hacer una terminal especializada en Tampico es complicado porque no hay espacio.

“Lo que está cambiando es la industria marítima, no es que la competencia esté, que Altamira tenga más elementos de competividad que de hecho sí los tiene. Tiene muchos elementos de especialización.

“De hecho yo he leído en la prensa algunas declaraciones de grupos de interés, pero interés político no económico, que plantean e inclusive presionan para que se reconvierta ya el puerto de Tampico”.

Mencionó que el puerto jaibo tiene a Pemex, y junto con las terminales privadas, tiene una carga regular.

“El problema está en el servicio público, tiene 11 tramos de atraque de los cuales regularmente están vacíos 7 u 8, ocupa 4 y eso es una subutilización de espacio tremendo.

“Aquí lo que pasa es que no se ha presentado a la coordinación por parte del sector empresarial local, que no se les olvide que el puerto pertenece a la ciudad y al estado de Tamaulipas y no es propiamente un interés de la Federación porque lo administra y tiene el compromiso de proyectarlo”. Subrayó que el sector empresarial no está muy involucrado.


La economía, factor para que progrese sur de Tamaulipas

Muchos de los barcos que transitan en la zona sólo lo hacen de paso.

Para que Tampico y Altamira lleguen a niveles internacionales, mucho tendrá que ver el cambio en la economía, reconoció Hugo Sergio Gómez Smith.

El especialista portuario estuvo recientemente en España, donde constató que ya no hay papeleo ni documentos en los movimientos de navíos, puesto que todo es virtual.

“Tú haces los trámites y haces la argumentación, inclusive los despachos de los barcos son de manera electrónica, allá el capitán de puerto tiene nada más funciones de supervisión de algunas cosas y como todos están en contacto porque es una Comunidad Económica Europea, tienen contacto a través de la informática, todos tiene una comunicación muy amplia.

“De hecho allá se manejan lo que son los puertos de cuarta, quinta generación, puertos que trabajan a través de la red virtual 100% de sus trámites, mientras que aquí nosotros estamos apenas de convertir apenas en un puerto de tercera generación que es una plataforma logística realmente.

“Mucho tiene que ver la economía, nosotros tenemos la problemática que la gente piensa que los barcos, muchas líneas navías vienen 100% por la carga de México; pero muchos barcos viene a reposicionarse a los puertos mexicanos, para de aquí ir a Estados Unidos realmente a llenar sus bodegas”.

Apuntó que los barcos llegan aquí como opción momentánea, pero para finalmente dejar su carga en la Unión Americana.
“Vienen realmente por la carga que les ofrece Estados Unidos que son volúmenes muchos más grandes.

“Convoco a las lagunas que hay en el conocimiento, nosotros el país entero, mientras no tengan los involucrados lo que es la cadena logística los suficientes conocimientos como para agilizar los trámites y hacer muchas cosas, pues no se va a poder seguir avanzando porque muchas veces esta información que te menciona en los trámites, la generas allá, se genera donde lo conocen. La gente que hace la plantación logística no conoce de la materia portuaria”.


Eduardo Javier González/Milenio.com

Más de 30 mil trabajadores serán afiliados a la UNTPP

Fuente: La Jornada

La Unión Nacional de Técnicos y Profesionistas Petroleros (UNTPP), que el lunes pasado recibió de la Secretaría del Trabajo y Previsión Social (STPS) su registro como un nuevo sindicato para empleados de Pemex, iniciará de inmediato la afiliación masiva de más de 30 mil trabajadores de la paraestatal, informó su dirigente, Didier Marquina en conferencia de prensa.

Resaltó que la dependencia también le entregó la toma de nota a él y a todo el comité ejecutivo de la Unión. Sin embargo, como la mayoría de los dirigentes de esta nueva organización fueron desalojados con violencia de la paraestatal cuando conformaron la UNTPP, ahora, una de sus primeras acciones será buscar la reinstalación de los miembros de este sindicato que fueron despedidos, así como regularizar la relación con Pemex.

Marquina explicó que esta nueva organización no llega a disputar la membresía al Sindicato de Trabajadores Petroleros de la República Mexicana (STPRM), que dirige Carlos Romero Deschamps, ya que afiliará a los técnicos de la paraestatal, es decir, a trabajadores que no son de base ni de confianza.

Por ello, dijo, se van a poner en contacto con Romero Deschamps para iniciar una relación de mutuo respeto. Además, en lo inmediato, las relaciones laborales de sus afiliados se regirán por los lineamientos del reglamento de trabajo y más adelante buscarían registrar un contrato colectivo.

El reconocimiento de la nueva agrupación gremial fue entregado por la Dirección General de Registro de Asociaciones con el número 5 mil 878, y significa muchos años de lucha del gremio de los profesionistas de Pemex por tener un sindicato, recordó Marquina Cárdenas y apuntó que ahora que la Unión está legalmente establecida, “esperan una buena relación con la dirección de Pemex, por lo que establecerán cuanto antes comunicación con esta instancia, para ver todos los pormenores y poner en marcha la UNTPP.

Lo que se espera de Pemex es respeto absoluto al derecho a organizarse, que ya fue reconocido por los tribunales laborales, así como reinstalación inmediata de los 21 despedidos.

El gobierno mexicano firmó en 2006 convenios de la Organización Internacional del trabajo (OIT) que consignan estos derechos, los cuales no pueden ser desconocidos, acotó.

El secretario general del UNTPP expuso que fueron 260 trabajadores quienes iniciaron los trámites para integrar el gremio, pero hay muchos más que ya están afiliados a la organización y la meta es incorporar a la misma a los 30 mil trabajadores técnicos y profesionistas que laboran en Pemex. Por ello, se abrirán 160 centros de afiliación en diversas unidades, plataformas y centros de trabajo de la paraestatal.

Ratificamos nuestro compromiso de luchar por construir un sindicato, que sea transparente, horizontal, con rendición de cuentas y democracia participativa, que represente dignamente a los petroleros profesionistas, porque soñamos que otro Pemex es posible, explicó.

En la conferencia estuvieron presentes trabajadores que han estado en las diversas etapas de la lucha por conformar una nueva organización sindical de Pemex, como Silvia Ramos, quien fue despedida hace 14 años, pero logró su reinstalación, la cual se concretará en enero próximo.

Pemex controla fuga en Sonda de Campeche

Fuente: El Universal

Ciudad del Carmen, Cam.

Petróleos Mexicanos (Pemex) informó que quedó controlada la fuga de gas que se presentó en el pozo C57D de la plataforma Akal-DR en la Sonda de Campeche.
Los hechos se registraron este día cuando se realizaban trabajos de reparación del pozo por la compañía Noble; la fuga obligó a cerrar los preventores y poco después quedó controlado el pozo, abatiéndose el flujo tras realizar bombeo con agua y lodo.

Señaló que como medida de seguridad se procedió a desalojar a 62 trabajadores de Pemex y de compañías contratistas hacia la plataforma anexa Safe Lancia y añadió que no se registraron lesionados.

En un comunicado, la paraestatal indicó que al momento se continúa el bombeo como medida preventiva y se evalúan las condiciones para reanudar las operaciones.

Promoverán Seminario sobre Innovación en Medio Marítimo

Fuente: Milenio

De las prioridades para el puerto de Altamira, será avanzar en la regulación de trámites y su innovación, reconoció Hugo Sergio Gómez Smith. El especialista de la Universidad del Noreste comentó que debe potencializarse el uso de las comunicaciones en los puertos vía informática.


“La Universidad del Noreste tiene un proyecto para el siguiente año que es promover en el ámbito nacional un Seminario sobre Innovación en el Medio Marítimo, necesitamos que todo el potencial de creatividad tanto de gente que está investigando como de gente que está en el mismo medio se adhiera en este proyecto.

“Además que las empresas inviertan y todo esa autodecencia que hay en mecanismos para llevar a cabo los trámites y al final de cuentas no sirven mas que para cumplir con un requisito que esta en la ley, que no tienen una función sustantiva.

“Nosotros acabamos de llegar de Estados Unidos de Houston, el grupo de la Universidad, allá todos los trámites los hace una sola persona, en el puerto, tanto aduana, como sanidad, migración, todos están contemplados en una persona”.

Apuntó que en la zona sur de Tamaulipas los trámites siguen siendo complicados por el tiempo de espera y el papeleo.

Se le preguntó a Gómez Smith su opinión con respecto al establecimiento de empresas como Posco, que prefirieron el puerto de Altamira a sitios estratégicos como Monterrey.

“Es en ciertos tráficos; de lo que tú me esta hablado es la cuestión industrial del puerto, o sea lo que es un negocio privado, ésa es una terminal privada que hace manufacturas, ellos manejan cuestiones de acero, ellos aprovechan el posicionamiento de ciertos barcos que llegan aquí a Tampico para sacar su mercancía. Pero existe lo que es el servicio público. La función sustantiva del puerto es proveer una puerta al comercio exterior porque es un abasto al mercado nacional; aquí lo que yo te estoy hablando es al servicio público, o sea, las terminales de contenedores.

“Los demás son espacios que se le ceden a industrias que se les renta espacio, tienen un negocio y lo elaboran y lo llevan a cabo, y eso se viene haciendo hace muchos años.

De las primeras concesiones que se dieron fue la de Pemex, otras que se dieron aquí en el río Pánuco a empresas como Química del Mar, etcétera”, puntualizó el experto.

Eduardo Javier González

Polémica en la elección del director de la Escuela Nacional de Náutica

Fuente: Infobae

Se descubrió que uno de los aspirantes a dirigir el establecimiento, y que actualmente ejerce un cargo público, presentaba un título universitario emitido con una fecha posterior a la de su propia inscripción en el concurso. La polémica elección



La Escuela Nacional de Náutica Manuel Belgrano se encuentra en pleno proceso de elección del nuevo director que comandará la dependencia.

La Armada Argentina convocó para el pasado 20 de noviembre a un concurso público de oposición y antecedentes académicos para elegir al futuro director del instituto formador del personal de oficiales de la Marina Mercante Nacional.

Entre los requisitos de admisión figuraba que el candidato debía ser egresado de la escuela y con título universitario, medida que se implementó en la escuela recién en 1999 para que los alumnos tuvieran una formación reconocida en otros establecimientos.

La polémica se desató durante la revisión de antecedentes presentados por los candidatos. Los veedores, de los tres gremios estatales (ATE, UPCN y Pecifa) y oficiales de la Marina Mercante, encontraron que uno de los aspirantes, que actualmente ejerce un cargo público, presentó un título universitario emitido con una fecha posterior a la fecha de su propia inscripción.

Según denunciaron alumnos de la escuela, el candidato rindió su última materia el 16 de noviembre de 2009 y obtuvo un título certificado por el Ministerio de Educación el día 20 del mismo mes, trámite para el cual la mayoría de los estudiantes deben esperar entre dos o tres años para obtener.

Boluda firma nuevo contrato de construcción con Haifa Port Company de Israel

Fuente: ABC

Según ha informado esta compañía valenciana en un comunicado, en el acto de firma del contrato han estado presentes Mendi Zaltzman, consejero delgado de Haifa Port, y Alicia Martín, consejera delegada de Boluda Corporación Marítima, en la que está incluid la división de construcción y reparación naval.

El diseño de este remolcador se ha proyectado con una eslora de 31,5 metros, una manga de 12,5 metros y un puntal de 4,85 metros.

Sus propulsores Voith Schneider, acoplados a sendos motores diesel de 2.670 kilowatios cada uno, le permitirán desarrollar un tiro a punto fijo de 70 toneladas.

Además, contará con un equipo contraincendios exterior compuesto de dos bombas de 1.500 m3/h cada una y dos grupos generadores de 177 Kw de potencia mecánica.

Este remolcador conjugará la seguridad y la maniobrabilidad en la asistencia a buques con la lucha contra incendios, y será pionero en la aplicación de nuevos sistemas de amortiguación de vibraciones y eliminación de ruidos a bordo para poder cumplir con las guías de proyecto internacionales para buques de mayor porte IMO A.468 (XII).

El desarrollo de este tipo de buques, en el que se conjuga el riguroso control de todos los procesos constructivos y tecnología de última generación, con las más exigentes especificaciones en materia medioambiental, propicia la modernización de la flota mundial en un momento de alta sensibilización en esta materia.

El periodo de construcción del buque será de aproximadamente 21 meses y está previsto que sea Boluda Corporación Marítima, quien entregue físicamente el remolcador en Haifa. EFE

Brazilian Fund of Merchant Navy will fund 161 projects worth 8.34 billion dollars

Source: Maritime Executive
The Board of Directors of the Merchant Marine Fund (CDFMM) approved funding for the first 10 ships of the second phase of the Expansion and Modernization Transpetro Fleet Program (Promef). The Fund will support the construction of seven oil tankers in the South Atlantic Shipyard (EAS) and three vessels for transportation of bunker (fuel oil) Shipyard Superpesa.

The Petrobras Transporte S / A (Transpetro) is a Brazilian company, wholly owned subsidiary of Petrobras. It aims to make the transport of oil and oil products, natural gas and alcohol, using the pipelines and vessels.

The planned investment in these contracts will be $ 3 billion reais (1.71 billion U.S. dollars). In the construction phase, the FMM covers 82% of the investment. The remaining funds are disbursed by the Shipyard (8%) and Transpetro (10%). After delivery of the vessel, the portion financed up to 90%.

The president of Transpetro, Sergio Machado, said that approval of funding raised for ships of Promef II demonstrates the commitment of the Federal Government with the program and the reconstruction of the Brazilian naval industry. "The Fund has guaranteed support for all projects approved by its Board of Directors. We have enough credit and long-term demand. 2009 was a year for the successful shipping industry and the opportunities opening up in 2010 with the launch of the first six ships of Promef are even more encouraging, "he says.

Unlike oil tankers of the first phase of Promef these seven vessels ordered to the South Atlantic will be dynamic positioning (with the ability to maintain their positions in terms of wind and sea provided to operations). It is the first time this type of vessel will be manufactured in Brazil.

The operation of the relief ships have crucial importance to the development of production of oil and gas in the pre-salt (subsalt) layers. This type of vessel transporting oil produced in the offshore areas to the terminals of Transpetro.

At today's meeting (18/12), the CDFMM also approved a funding of 400 million reais (229 million U.S. dollars) for the works in the AtlânticoSul Shipyard, which is being done in the state of Pernambuco (Northeast of Brazil). The AtlanticoSul Shipyard has the largest number of orders of Promef. In all, 22 ships of the program will be built in the shipyard, the largest in Southern Hemisphere.

The Promef - who revitalized the Brazilian naval industry - is already generating 15 thousand direct jobs in Brazil and this number of jobs will reach 40 thousand. The program, launched in 2004, provides for the construction of 49 vessels (26 in the first phase and 23 in the second), adding four million dwt of shipping. Already been auctioned 33 vessels, where contracts are U.S. $ 3.9 billion.

The scale generated by the orders of Transpetro program changed the face of the Brazilian naval industry. Brazil has the fifth largest worldwide portfolio of orders for tankers and the projected construction of new shipyards in various parts of the country. Moreover, the Promef is stimulating the naval-parts industry and attracting investors for the construction of ship repair yards.

Agencia Petrobras, Brazil
Av. Chile, 65 - sala 1202
Centro - CEP: 20031-912

Seafarer sacrifices

Source: Lloyds List
Seafarer sacrifices
By Richard Meade

AS THE shipping industry packs its collective bags and heads home for Christmas, it is worth reminding ourselves of the seafarers who cannot.

More than 250 seafarers are being held hostage following pirate attacks this year. Many have been held captive for several months in dire conditions with no contact with the outside world.

Their plight has slipped from the headlines, but for their families and those trying to secure their release behind the scenes, it is a daily struggle that will not be forgotten.

Sadly, they are not alone in their concern for loved ones. This year has seen a worrying increase in reported cases of crew abandonment as owners go out of business and ships are taken out of service.

The International Transport Workers’ Federation says at least 370 seafarers have faced abandonment this year, although the number is difficult to quantify and 370 could be a conservative estimate.

The year ahead has been designated the year of the seafarer by the International Maritime Organization to pay tribute to the unique contribution seafarers make to society and to recognise the extreme risks they shoulder in the execution of their duties in an often hostile environment.

The dedication is a welcome reminder of the unique hazards confronting the 1.5m seafarers of the world, but it should also be an opportunity to spur action. The shipping industry has a moral and legal duty to protect its employees, who must not be forgotten or taken for granted.

Why Indian Shipping is Barely Afloat

Source: Money Life
With one of the longest coastlines in the world, India has less than 950 Indian flag merchant navy cargo ships, as against about 55,000 worldwide. That's less than a 2% global share of merchant navy ships, by number, and it becomes even worse when you factor in smaller coastal as well as inland waterway vessels. Take this further by using figures for deadweight tonnage, then India’s share trickles down to close to 1.2% of existing world tonnage—and it’s dropping—with just about 15 million DWT against a global 1,200 million DWT.

However, here’s another bunch of statistics. Approximately 20% of the world's merchant navy personnel worldwide are of Indian nationality and origin, and to all perceptions as well as unspoken truths, over half the world's tonnage is managed by Indians located all over the world. Traditional seafaring countries like England, Japan, Italy, Norway and similar nations now have ships flying their flags with Indians not just sailing on them in junior positions but also in command. Some of these countries are now actively looking for Indians who also speak their local languages to work on their coastal ships, since their own nationals do not wish to work on ships anymore, and the fishing fleets with their factory ships have to go out further, thus requiring "foreign-going" qualifications. Around 4,500 merchant navy ships flying foreign flags are managed out of India, mainly from Mumbai, but the number is growing rapidly, and in other parts of the country too. This does not include the number of foreign flag ships managed from other parts of the world, but also employing Indians, on which there are not even ballpark estimates, so high is the number.

The Certificate of Competency (CoC) earned by seafarers after multiple exams and training, issued by the Indian Government, is granted equivalency by other countries, including the developed countries, because it is recognised as one of the toughest regimes existing to acquire the privilege of sailing on board ships, worldwide. A side effect of this is that almost 75% of all candidates studying for the CoC in England are from India, because that is perceived to be an easier "system", and it also gives easier access to EU job markets. By some accounts, there are over 1.7 lakh seafarers from India, just about 25,000 of whom work for Indian companies, the rest work in foreign jobs because quite simply the tax regime is easier on them—amongst other things. And this number is rising—the demand for Indian seafarers continues unabated, even as there is a severe shortage worldwide. The average age of a seafarer in England or Japan is now over 50 years, young people there are not taking to seafaring as a profession, and in a decade or less, they will not have too many of their own people to man their own ships.

So what ails Indian flag shipping, why don't the numbers add up, why is Indian surface transport by water so neglected and behind times? Why can't we have more Indian flagships, so that along with seafarers, it is also our ships that sail across the seas, dominating like our Indian seafarers do?

The answer, as always, lies in the petty and short-sighted way governance treats all forms of transport as short-term revenue generating tools, and not long-term nation building efforts. The attitude down the line with the variety of entities which control shipping in India is the same as the attitude one sees in transport offices, the place where you and I go for our driving licences which are issued—or better still, not issued—unless motivated.

That sea cargo is without doubt the most efficient way to transport goods is another given and simultaneously in India a reason for its neglect—once the ports are built and the ships are bought, there is no need to build roads or railway lines, acquire land or operate toll stations and marshalling yards. All you need to do is get the ships out and on to the seas, freedom of transit on which is guaranteed by historical conventions and modern day laws, and get a move on. On a per tonne per kilometre basis, it is cheaper to send anything over a truck or wagon load by sea from Gujarat to the east coast of India, and at a four-five day transit time, probably as fast too—and that is a fact already being recognised wherever possible. But the obstacles faced by coastal shipping are so immense, that even the best and strongest of contenders have often backed out, giving way to the entrenched road lobbies.

Putting everything else aside, that is also the single biggest reason why water-borne cargo and passenger movements by inland waterways have been put on the back-burner in post-1947 India, except in selective areas like Kerala and West Bengal. Governance and those in authority cannot make money by holding up vessels and cargo or passengers once on the rivers, as easily as they can do on roads, so it simply does not work for those who have made a fine art out of this method of generating incomes, without caring about consequences, and Bihar is a fine example of how a State self-destructs after river-borne trade is destroyed.

This is the true reason why surface transport by water, inland or coastal, has been such a flop in post-Independence India. Putting it bluntly, at the risk of repetition, there is no way any ‘hafta’ can be collected once a ship has sailed out, so coastal or inland waterway shipping is the last on anybody's priorities. A few thousand tonnes sent by road or river or even by air will keep multiple centre-state-city-group-individual interests happy and well-fed for generations, such are the transaction benefits en route, as can be seen at any state border. A few thousand tonnes sent by sea will deprive them their seven generations’ worth of bread, butter and jam.

But that's a fact of life. Undivided pre-Independence India had more coastal shipping, both passenger and cargo, than we have now. Karachi-Saurashtra - Bombay-Konkan, and thence to Ceylon via the Malabar coasts, for example, is a route that’s simply extinct now. Look at a map of India, and wonder why we do not have more ferries crossing the Gulf of Khambhat, or sailing from Mumbai (south) to Goa or north to Gujarat.

The manpower is there, the need is there, tonnage and ships have never been cheaper worldwide, and the reasons are all there. But who wants it? An Indian friend who owns and operates a leading foreign flag shipping company from one of the oldest and finest maritime nations in the world found out, when for reasons of patriotism, he tried to re-flag some of his ships to the Indian flag. Amongst other things, powerful entities in India who were capable of investing "hot money" in millions of dollars, made it very clear that it would be beneficial to all concerned if he continued running foreign flag ships, with ownership hidden in places like the Isle of Man, British Virgin Islands, Delaware, Luxembourg and similar places—instead of under the Indian flag, because the source of money would be easily traced.

In addition, and this is the really troublesome part—the whole concept and execution of owning and operating a ship under the Indian flag to work on the Indian coast is stacked against any such effort. More on this aspect soon.

Shipping could by 2030 cut emissions by 30%, at zero-cost

Source: MaritimeExecutive
Copenhagen: Tor Svensen, COO DNV Maritime today introduced the press to the groundbreaking results of a new study depicting how the shipping industry, by 2030, could cut emissions by 30%. The results were presented onboard the Viking Lady, the world’s first commercial ship with a fuel cell adapted to marine use installed onboard, while docked in Copenhagen. The good news; the scenario implies a zero-cost for the industry.

Major reduction potential with existing technologies

The study, which is a follow-up of the abatement curve launched by DNV during Norshipping in June depicting the reduction potential of the existing world fleet, looks at the reduction potential of both the existing fleet and newbuildings.

“What we have here is a model that looks at the potential of a range of reduction measures; from more efficient voyage execution to speed reduction and the employment of fuel cells on board the ships. The results are quite encouraging; if the shipping industry starts acting now and applies the available cost-efficient technologies, emissions can be reduced considerably. Without additional costs incurred. By doing this we can go a long way in meeting some of the tough requirements already set. Also those currently being debated in Copenhagen,” says Mr. Svensen.

Even higher emission reduction at incremental costs

The study looks at ships from all market segments, both from the existing fleet and newbuildings projected to be built in the years to come. The results show that shipping, compared to a projected baseline (where no measures are applied) of 1,530 million tons of CO2, could cut emissions by 30% by 2030 at zero-cost . This equals a reduction in emissions of 500 million tons of CO2. The study also shows that the emission reduction potential would increase to 50% if all identified measures costing up to 100 $/tonne CO2 were implemented.

Regulations and tighter enforcement still needed

The study suggests that where emission reduction and sound economic rationale pull in the same direction, widespread implementation of cost-effective measures will come over time. Enforcement through regulatory means could, however, be necessary where the economic pull is weaker. “While there is no silver bullet which could make it all happen, the aggregated effect of all measures are significant and will ensure an industry that operates in a more energy efficient manner and also takes its share of the common responsibility of reducing carbon emissions,” Mr. Svensen says.

Australia: Changing employment conditions in the maritime industry

Source: Mondaq

This service is a fortnightly news update providing succinct commentary on topical issues, analysis of recent cases, updates on legislative changes as well as issues for the transport industry. Where cases from outside Australia and New Zealand are discussed, we aim to explain the differences in approach in our jurisdictions.

The introduction of the Fair Work Act 2009 (Cth), associated regulations and a new industry-specific Award will result in significant changes to the labour arrangements of Australian ships and foreign ships operating within Australian waters. Specifically, Australian workplace relations laws will extend their coverage to include all vessels except for those foreign crewed ships which only intermittently operate in Australia.

Shipowners and employers should ensure their employment contracts and policies are up to date with the changes as penalties may apply for non compliance with the new laws from 1 January 2010.

Extension of Coverage
The division of the Fair Work Act 2009 (FW Act) which deals with minimum entitlements commences on 1 January 2010. During 2009 the Federal Government introduced the Fair Work Regulations 2009 (FW Regulations). These contained a definition of ships which had the effect of extending the coverage to include vessels which had not previously fallen within the scope of past industrial relations legislation.

The FW Regulations, when they commence on 1 January 2010, will include all ships:

Operating under a licence.
Operating under a continuing voyage permit (CVP) issued after 1 January 2010.
Operating under a single voyage permit (SVP) issued after 1 January 2010, that has also been issued with either:
A CVP in the 15 months preceding the date of issue of the SVP; or
Two or more SVPs in the 12 month period preceding the date of issue of the SVP.
As a result, vessels which fall within the scope of these definitions, regardless of their country of origin, will be required to meet the requirements under the FW Act and the FW Regulations.

This change was developed to reflect the Federal Government's intent that all seafarers working regularly on vessels in Australian waters should have the benefit of Australian workplace relations laws and its safety net of employment conditions.

The majority of shipping to and from Australia is conducted by foreign flagged vessels. By including these vessels within the scope of Australia's workplace laws they will be required to conform to the FW Act. The portion of the FW Act dealing with the minimum entitlements for employees is also subject to the provisions of the relevant modern award.

Modern Award
The Seagoing Industry Award (Award) was recently drafted by the Australian Industrial Relations Commission (Commission) as part of the award modernisation process. The Award is a result of simplifying and streamlining state and federal awards for those operating in the 'seagoing industry' as defined.

Earlier this year, the Commission invited submissions from the public about the form of the Award and received detailed submissions from shipping operators, those organisations with a dependency on shipping and the relevant unions.

On 4 December 2009, the Commission handed down the final version of the Award. The Commission, in its Statement which accompanied the Award, recognised the significant change to the shipping industry as a result of the amendment to the coverage rules. As it only had a limited time in which to draft the Award the Commission elected to split the award into two categories: nonpermit ships (eg Australian ships) and permit ships (those operating under CVPs and certain SVPs).

The portion of the Award dealing with permit ships is to be delayed until 1 January 2011, allowing the Commission more time to consider and amend the Award. However, parts of the Award dealing with non-permit ships are due to commence on 1 January 2010.

Effect on the Shipping Industry
Australian vessels operating under an Australian licence will be required to conform to the Award which sets out, amongst other things, the minimum employment entitlements relating to minimum wages, leave, penalties, allowances, notice of termination and redundancy pay. Now is the time to review existing employment contracts, if you haven't already done so.

However the Commission has provided foreign ships, operating under permits within Australian waters, with a reprieve of approximately 12 months. The Award will then take effect and is likely to be amended during 2010. Those seeking to make submissions have an important opportunity to influence how the Commission drafts the portion of the Award dealing with permit ships.

After 1 January 2011, employers of crews on the applicable permit vessels will be required to provide at least the minimum entitlements stated in the Award. The evidence provided to the Commission during the award modernisation process suggests that this will significantly increase the labour costs on permit vessels. This marks a shift from the previously more limited application of Australian workplace laws to the shipping industry. Both providers and consumers of shipping services which rely on permits need to carefully watch, or be involved in, how the Award develops over the next 12 months.

Those operating non-permit vessels should take immediate steps to ensure that they are at least meeting the Award's minimum terms and conditions. These are likely to differ, at least in some material respect, from the previous award which applied.

© DLA Phillips Fox

DLA Phillips Fox is one of the largest legal firms in Australasia and a member of DLA Piper Group, an alliance of independent legal practices. It is a separate and distinct legal entity. For more information visit www.dlaphillipsfox.com

This publication is intended as a first point of reference and should not be relied on as a substitute for professional advice. Specialist legal advice should always be sought in relation to any particular circumstances.

Copenhagen: ships, planes and ...

Source: Los Angeles Times

Back in 1997, when negotiators of the Kyoto Protocol signed the world's first treaty to control greenhouse gases, they left out a major source of emissions: international maritime shipping and aviation.

No country wanted to count those emissions, which usually occur beyond national borders, as part of its emissions-reduction target.

Now negotiators are scrambling to remedy the omission. Since 1990, planet-heating pollution from maritime shipping has grown by more than 85%, and aviation emissions have grown by more than 50%. Together, they account for up to 8% of global greenhouse gas pollution.

The European Union, several African nations, Norway, Mexico and Australia are proposing an international cap-and-trade system covering ships and airlines that could raise as much as $25 billion a year.

That money then could be used to help the poorest nations shift to renewable energy, slow deforestation and adapt to climate change.

Advocates of emissions controls for ships and airlines noted that funding for a proposed $100-billion-a-year effort to help poor nations fight climate change, an idea endorsed by Secretary of State Hillary Rodham Clinton, is to come from both public and private sources. Fees or funds from a trading system on ships and airlines could provide a quarter of that commitment.

“This is a unique opportunity,” said Lou Leonard, director of U.S. climate policy for the World Wildlife Fund. “It is a two-fer: We can close a loophole in greenhouse gas controls, and we can also unlock the climate finance deadlock.”

Left unchecked, pollution from the two sectors is expected to double or triple by 2050.

China, India and Saudi Arabia oppose controls on their shipping and aviation, according to conference sources. And the United States, while agreeable to setting emissions targets, has reportedly refused to consider funds from maritime shipping and aviation as part of a global financing scheme.

But many poor nations, whose agreement is essential to a final deal, see the inclusion of maritime shipping and aviation as a guarantee that funding will actually happen. “Aviation is an industry that serves the upper classes,” Leonard said. “So placing a global cap is appropriate, so long as the funds are used to help poor countries."

Also being hashed out is whether to set emissions targets in the Copenhagen agreement or to allow the International Maritime Organization and the International Civil Aviation Organization -- to set their own caps. The European Union is pushing for 2020 targets of a 10% cut in aviation emissions and a 20% cut in maritime emissions below 2005 levels, according to Mark Major, an EU policy officer.

In the case of aviation, he noted, “the costs would be passed on to consumers, about 70% of whom live in developed countries.”

The EU recently decided to include aviation under its own cap-and-trade system as of January 2012, covering all flights to and from EU airports. U.S. carriers have threatened lawsuits.

Operators want Merchant Shipping Act expanded

Source: Bussiness Daily

Shippers are campaigning for the inclusion of the open registry system in the new Merchant Shipping Act to help the country attract more vessels operating in foreign countries.
Experts say that failure by the drafters to include the provision in the Act was an oversight that needs to be corrected if the country is to stand a chance in harnessing maximum benefits of global maritime industry.
Open registries are legal mechanisms used to attract merchant ships from countries with more stringent safety regulations and higher operating costs to countries offering more flexibility and lower registration fees.
Attract shipowners
The provision enables a country to attract shipowners to invest, while its citizens have an opportunity to buy ships that would fly its flag.
Failure by the Act, signed into law by President Kibaki last June, to explicitly stipulate provisions on open registry means that local investors interested in acquiring ships would have to search for a country with such provisions and register their vessels there.
The Act is yet to be operationalised as the Kenya Maritime Authority (KMA) is still working on related subsidiary legislation.
Only one vessel (cruise ship MV Royal Star which was recently sold to African Marine by African Safari Club) calls Mombasa a home port.
It is registered in the island of Antigua & Barbuda.
“It is unfortunate that the drafters of the Act left out this important provision. We expected the law to clearly talk of open registry and the benefits in it so that Kenya could attract vessels to fly our flag. The provision could have also attracted Kenyans who have registered their vessels elsewhere back home,” said Captain Fredrick Wahutu of Kenya Ships Agents Association.
The benefits for the open-registry countries include additional tax revenues and employment opportunities, especially for seafarers.
In other countries, the provision has contributed immensely to their respective economies.
In Panama, for instance, the fees charged contribute over five per cent of the national budget.
In Liberia, the ship registry constitutes one-sixth of the country’s total revenue.
These are the benefits the country was expected to fetch if the Act had provide incentives to either local or international investors interested to register their vessel in Kenya.
The incentives include a tax holiday for spare part imports for the repair of vessel registered in the country.
The shipping industry was optimistic that the new Merchant Shipping Act would have opened the country’s register to entice shipowners to register their vessels in the country and fly the country’s flag.
This could have also seen vessels registered in the country fly Kenyan flag hence fulfilling the country’s dream of acquiring vessels following the Kenya National Shipping Line’s failure to deliver one as required during its formation in 1984.
“There are Kenyans with vessels, but they have registered them in different countries. The Act offered an opportunity to magnetise them. But it seems that we would have to restart another process,” said Mr Wahutu.
He said that the oversight would lock out the country’s maritime sector from harnessing the full benefits that come with open registry.
Section 109 to 116 of the Act give a special provision for Bareboat chartering registration.
The provision means that vessels registered pursuant to a bareboat charter would fly Kenya’s flag, upon consent of the original registry, for a limited period of time.
The provision does not, however, offer incentives that would be given to Kenyans who would be interested to engage in bareboat chartering.
Bareboat chartering is also guided by international law, as reflected in the International Convention on Maritime Liens and Mortgages, 1993, and provisions of the UN Convention on the Law of the Sea.
Existing mortgages
This means that the laws of both the State of bareboat charter registry and the State of underlying registry should contain provisions for maintaining the status of existing mortgages during the period the vessel is subject to bareboat registration
Currently, the country’s shipping industry relies on either time chartering (hiring a vessel for a specific amount of time) or voyage chartering (hiring a vessel for a single voyage).
Though Kenya Maritime Authority (KMA) director-general Nancy Karigithu could not say why the act had ignored that important provision, she said that no stakeholder had formally complained.
“We are surprised that no stakeholder has raised the issue with us now or even during the stakeholder consultations,” said Mrs Karigithu.
She told Business Daily that KMA would give a detailed response on the issue later.
“Open registry is very important. Other than seafarers, other Kenyans would have secured jobs in liners that would have set their offices here. We cannot chest-thump that Kenya is the region’s shipping hub without open registry,” said Seafarers Assistant programme officer Andrew Mwangura.

Brazil's $8.43bn yard booster good for Asian yards

Source: Seatrade Asian
Rio de Janeiro: Some Asian shipyards will gain financially from a new Brazilian law that will inject an extra Reais15bn (USD$8.43bn) into Brazilian shipping and shipyard programmes. For maritime industries operating in the South American country this week received a tremendous boost with the passing into law of MP 472 which promises to back future newbuildings and yard projects in the South American country.

The funds will be paid into Brazil’s Fundo da Marinha Mercante (FMM, or Merchant Marine Fund), which provides money for shipping companies (foreign owned as well as Brazilian owned) to build ships in Brazil in order to bolster the Brazilian flag fleet. In recent years money has also been channelled to assist the construction of new shipyards and refurbishment of old yards.

Samsung Heavy Industries, which has a share in the Estaleiro Atlantico Sul shipyard in Suape, northeast Brazil, has already gained from FMM funding via both FMM cash for expanding the yard, and also via shipping companies (notably Transpetro) building their vessels there; nearly USD$3bn worth. Samsung has also passed on the benefit of its Brazilian liaison to fellow Korean outfit Doosan Engineering which provided the 10 engines for the 10 suezmax tankers currently being built at AS.

And both Daewoo and Hyundai HI are looking to invest in new yards in Brazil, probably with FMM funding, according to reliable SAO sources.
The news regarding the broke Reais15bn cash injection followedllowing a meeting of the FMM last Friday, which was the first since October 2008, and it means that a number of delayed newbuild projects can finally move forward.

The maritime and shipyard community in Brazil - and especially in Rio de Janeiro which is the heart of the industry in Brazil - has been worried for some time that the FMM, which receives cash from a special import tax (the AFRMM), did not have enough funds to deal with the costs of five planned new shipyards and newbuildings in all sectors, but especially in the offshore and tanker sectors. Many were worried that Brazil’s President, Luis Inacio Lula da Silva, might not top up the fund, but now these fears have been allayed.

And Armando Freigedo Rodrigues, a Rio de Janeiro based maritime consultant, told Seatrade Asia Online: “Maritime companies in Rio were starting to get worried as it had been over a year since the last FMM board meeting. But now the government has agreed to underwrite several new FMM projects which have been on the table for several months without being progressed. Now funding for new projects, which include a handful of shipyards, tankers for Transpetro and box ships, can go ahead and the backlog can be reduced.”

And that means more business for Samsung and other Asian equipment and service providers.