Here's a link to my recent article on the grounding of the Costa Concordia and some, err, related options.
Enjoy!! (With soda?)
Showing posts with label veeresh malik. Show all posts
Showing posts with label veeresh malik. Show all posts
Sunday, 12 February 2012
Tuesday, 29 November 2011
Sarosh Zaiwalla/s views on piracy and more
Cortesy ecoterra status on piracy dated 27/28 november 2011.
+++
MO Representative Speaks Out On The Piracy Of Freight Shipping Off Somalia (HandyShippingGuide)
Anger at the Current Situation Pervades the Industry Worldwide
Our article of a couple of days ago told of the Assembly of the International Maritime Organization (IMO) which is currently meeting in London and mentioned in passing that piracy remains high on the agenda. Now Sarosh Zaiwalla, a specialist in shipping law and a Permanent Representative to the IMO has commented on the current situation as regards the hijacking of bulk freight and container vessels passing through the troubled waters of the Gulf of Aden and beyond.
Mr Zaiwalla’s comments illustrate the increasing frustration which the global shipping community feels as year after year the problem of piracy worsens whilst little seems to be happening, either to address the political problems in Somalia, or to take internationally coordinated steps to deal with the situation directly using an armed response. Speaking to the Handy Shipping Guide Mr Zaiwalla said:
“In October, I addressed the Indian Shipping Summit in Mumbai. As a commercial lawyer who specialises in Shipping Arbitrations, I thought I would be asked about cargo disputes and Bills of Lading. The Indian Shipping Community however, despite always being a profoundly commercial group, had one thing on their minds that overtook even their bottom lines.
“International World Trade relies on the ability of traders to transport huge amounts of goods on giant moving structures across the most hostile seas in the world. These traders face enough challenges from nature and ill-fortune. It is nothing short of outrageous that, over the last few years, ship owners and seafarers have been forced to add the very real threat of violent piracy to the dangers of their normal lives. Piracy is a major threat not only to the shipping industry, but also to peace throughout the globe – if the world does nothing to stand up to people who use AK-47s and grenades to take the property of others, then what will stop thieves adopting the same tactics on the land?
“The Gulf of Aden off the coast of Somalia is now almost a no-go area for international ships. The most recent large scale act of piracy took place during the Indian summit, when the Italian ‘Monte Cristo’ was captured in this area. The crew managed to hide in their citadel, while the rest of the world wondered what could be done. It is a matter of great satisfaction that an international NATO force took charge and freed those men, but that is something that has not happened enough. More commonly, ransoms are paid for seafarers and cargo, meaning that expensive ‘Kidnap and Ransom’ insurance policies have added to the cost of shipping.
“The individual navy vessels from different countries that attempt to counter piracy are few in number and grossly inadequate for the task of patrolling the whole of the Indian Ocean. There is at present no coordinated approach. As a result, pirates are often captured only to be fed and returned to Somalia, free to go back to their old work of piracy.
“If international forces are to coordinate in order effectively to tackle piracy in the long term, I believe that they must combine their efforts into a UN Naval task force. This force could then concentrate on patrolling the coast of Somalia, from where the vast majority of the pirates emerge. I hope that we will all be surprised by the effect that could be brought about by such a force monitoring all small vessels leaving Somalia’s coastline to ensure they were genuine fishing vessels.
“With that in mind, I have used my position as a permanent member of the International Maritime Organisation (“IMO”) to force the issue. I had intended to move a resolution at the IMO for this purpose, but I will not now do so, as the Secretary General of the IMO has informed me that he himself with be moving this resolution. At the IMO’s General Meeting in November I hope to contribute to the pressure that will be required to create a Naval task force that may be able to save many lives, as well as a lot of money, by taking control of the Indian Ocean back from the pirates.
“Short of the creation of a UN naval taskforce, it is not going to be practical to control the plague of piracy. The Somalian pirates are effectively the same as any other terrorist. The only difference is that while international terrorists have so far indulged in acts of terrorism for the sake of their professed political causes, Somalia’s pirates indulge in terrorism only to fill their own pockets.
“Arming ocean-going vessels will go some way towards dealing with pirates, but for this course of action to work, many obstacles must be overcome. For example, Egypt will not allow vessels passing through the Suez Canal to carry on-board guns and ammunition. What also is of concern is the growing ‘industry’ around piracy. The total losses to the International Trade Community on account of piracy in the year so far is estimated to be US$2billion. Out of this US$2 billion, only about US$110 million represents ransom paid to the pirates, just over 1% of the total loss. The rest of the loss is mainly represented by increased insurance premiums, the cost of adapting ships to higher security standards and payments made to the specialist security companies which have sprung up to deal with piracy. At the end of the day, this additional cost falls on the consumer: they increase the freight charges and, consequently, the cost of the goods to the ultimate consumer.
“The 21st Century requires an enlightened approach to combat evils like piracy. It requires the countries of the world to come together, whether or not they share a coastline, to eradicate once and for all the Somalian piracy which has emerged in recent years. Any dragging of feet now would cause serious harm to the safety and livelihood of many innocent people, and would play right into the pirates’ hands.”
Mr Zaiwalla’s views, and those of his Indian shipping industry colleagues are perfectly reasonable but many other observers will be concerned at the thought that more freighters passing through these troubled waters might wish to carry arms, a move which may well lead to an escalation of violence by people who will have no hesitation in using extreme tactics as the disturbing video’s linked to one of our recent articles demonstrated.
Ideally a political solution to the troubles of Somalia together with an officially commissioned military response would be found, but, with the eyes of the world concentrated on a seemingly worsening financial global economy, the question will be if and when impassioned pleas from the likes of Mr Zaiwalla and his IMO colleagues can move this terrible situation on to a better place.
+++
MO Representative Speaks Out On The Piracy Of Freight Shipping Off Somalia (HandyShippingGuide)
Anger at the Current Situation Pervades the Industry Worldwide
Our article of a couple of days ago told of the Assembly of the International Maritime Organization (IMO) which is currently meeting in London and mentioned in passing that piracy remains high on the agenda. Now Sarosh Zaiwalla, a specialist in shipping law and a Permanent Representative to the IMO has commented on the current situation as regards the hijacking of bulk freight and container vessels passing through the troubled waters of the Gulf of Aden and beyond.
Mr Zaiwalla’s comments illustrate the increasing frustration which the global shipping community feels as year after year the problem of piracy worsens whilst little seems to be happening, either to address the political problems in Somalia, or to take internationally coordinated steps to deal with the situation directly using an armed response. Speaking to the Handy Shipping Guide Mr Zaiwalla said:
“In October, I addressed the Indian Shipping Summit in Mumbai. As a commercial lawyer who specialises in Shipping Arbitrations, I thought I would be asked about cargo disputes and Bills of Lading. The Indian Shipping Community however, despite always being a profoundly commercial group, had one thing on their minds that overtook even their bottom lines.
“International World Trade relies on the ability of traders to transport huge amounts of goods on giant moving structures across the most hostile seas in the world. These traders face enough challenges from nature and ill-fortune. It is nothing short of outrageous that, over the last few years, ship owners and seafarers have been forced to add the very real threat of violent piracy to the dangers of their normal lives. Piracy is a major threat not only to the shipping industry, but also to peace throughout the globe – if the world does nothing to stand up to people who use AK-47s and grenades to take the property of others, then what will stop thieves adopting the same tactics on the land?
“The Gulf of Aden off the coast of Somalia is now almost a no-go area for international ships. The most recent large scale act of piracy took place during the Indian summit, when the Italian ‘Monte Cristo’ was captured in this area. The crew managed to hide in their citadel, while the rest of the world wondered what could be done. It is a matter of great satisfaction that an international NATO force took charge and freed those men, but that is something that has not happened enough. More commonly, ransoms are paid for seafarers and cargo, meaning that expensive ‘Kidnap and Ransom’ insurance policies have added to the cost of shipping.
“The individual navy vessels from different countries that attempt to counter piracy are few in number and grossly inadequate for the task of patrolling the whole of the Indian Ocean. There is at present no coordinated approach. As a result, pirates are often captured only to be fed and returned to Somalia, free to go back to their old work of piracy.
“If international forces are to coordinate in order effectively to tackle piracy in the long term, I believe that they must combine their efforts into a UN Naval task force. This force could then concentrate on patrolling the coast of Somalia, from where the vast majority of the pirates emerge. I hope that we will all be surprised by the effect that could be brought about by such a force monitoring all small vessels leaving Somalia’s coastline to ensure they were genuine fishing vessels.
“With that in mind, I have used my position as a permanent member of the International Maritime Organisation (“IMO”) to force the issue. I had intended to move a resolution at the IMO for this purpose, but I will not now do so, as the Secretary General of the IMO has informed me that he himself with be moving this resolution. At the IMO’s General Meeting in November I hope to contribute to the pressure that will be required to create a Naval task force that may be able to save many lives, as well as a lot of money, by taking control of the Indian Ocean back from the pirates.
“Short of the creation of a UN naval taskforce, it is not going to be practical to control the plague of piracy. The Somalian pirates are effectively the same as any other terrorist. The only difference is that while international terrorists have so far indulged in acts of terrorism for the sake of their professed political causes, Somalia’s pirates indulge in terrorism only to fill their own pockets.
“Arming ocean-going vessels will go some way towards dealing with pirates, but for this course of action to work, many obstacles must be overcome. For example, Egypt will not allow vessels passing through the Suez Canal to carry on-board guns and ammunition. What also is of concern is the growing ‘industry’ around piracy. The total losses to the International Trade Community on account of piracy in the year so far is estimated to be US$2billion. Out of this US$2 billion, only about US$110 million represents ransom paid to the pirates, just over 1% of the total loss. The rest of the loss is mainly represented by increased insurance premiums, the cost of adapting ships to higher security standards and payments made to the specialist security companies which have sprung up to deal with piracy. At the end of the day, this additional cost falls on the consumer: they increase the freight charges and, consequently, the cost of the goods to the ultimate consumer.
“The 21st Century requires an enlightened approach to combat evils like piracy. It requires the countries of the world to come together, whether or not they share a coastline, to eradicate once and for all the Somalian piracy which has emerged in recent years. Any dragging of feet now would cause serious harm to the safety and livelihood of many innocent people, and would play right into the pirates’ hands.”
Mr Zaiwalla’s views, and those of his Indian shipping industry colleagues are perfectly reasonable but many other observers will be concerned at the thought that more freighters passing through these troubled waters might wish to carry arms, a move which may well lead to an escalation of violence by people who will have no hesitation in using extreme tactics as the disturbing video’s linked to one of our recent articles demonstrated.
Ideally a political solution to the troubles of Somalia together with an officially commissioned military response would be found, but, with the eyes of the world concentrated on a seemingly worsening financial global economy, the question will be if and when impassioned pleas from the likes of Mr Zaiwalla and his IMO colleagues can move this terrible situation on to a better place.
Sunday, 7 August 2011
More on the mt PAVIT (IMO 9016636)
As quoted in today's Times of India:-
http://timesofindia.indiatimes.com/city/mumbai/Pavit-set-adrift-near-city-on-purpose/articleshow/9510708.cms
MUMBAI: The drifting of Panama-flagged MT Pavit to the Mumbai coast still remains a mystery but experts in the maritime industry feel the vessel may have been brought close to Mumbai on purpose and set adrift.
Veeresh Malik, expert on shipping and marine security issues, said, "There had to be some sort of intervention to ensure the ship stayed afloat. MT Pavit is not even in decrepit condition. This means the vessel remained afloat by way of tow or because some basic repairs were carried out."
The ship was reported to have sunk after it was abandoned off the Oman coast on June 29. The crew members of the abandoned vessel, which ran aground at Versova beach on July 31, were rescued by a US naval ship and brought to Kandla by Jag Pushpa.
Pointing out that the "winds and currents at this time of the year would not push the ship southwards down from Omani coast" towards India, Malik said, "It should have drifted towards the Gulf of Kutch. The fact that it moved in the direction of Mumbai leads to suspicion that it did get some assistance."
It is implausible that an abandoned vessel can drift for miles without being detected, especially in one of the world's busiest shipping lanes. "If a ship is unmanned, then it would not transmit any recognition signals on its AIS (automatic identification signals). However, if a ship transmits its AIS, then somebody has to be tracking its movements. This is the standard operating procedure for owners and insurers."
A member of the ship breakers' association said, "After MT Pavit was abandoned, there were no reports to indicate that its owners/insurers were trying to have it towed or repaired. It is the moral duty of the shipping company to save the life of crew members and salvage the ship."
He said MT Pavit's owners could have easily arranged for it to be towed to the Oman coast for repairs. "It is a mystery why the owner did not do this as the hull of the ship is in good condition and there is nothing to indicate a fuel leak."
Veeresh Malik, expert on shipping and marine security issues, said, "There had to be some sort of intervention to ensure the ship stayed afloat. MT Pavit is not even in decrepit condition. This means the vessel remained afloat by way of tow or because some basic repairs were carried out."
The ship was reported to have sunk after it was abandoned off the Oman coast on June 29. The crew members of the abandoned vessel, which ran aground at Versova beach on July 31, were rescued by a US naval ship and brought to Kandla by Jag Pushpa.
Pointing out that the "winds and currents at this time of the year would not push the ship southwards down from Omani coast" towards India, Malik said, "It should have drifted towards the Gulf of Kutch. The fact that it moved in the direction of Mumbai leads to suspicion that it did get some assistance."
It is implausible that an abandoned vessel can drift for miles without being detected, especially in one of the world's busiest shipping lanes. "If a ship is unmanned, then it would not transmit any recognition signals on its AIS (automatic identification signals). However, if a ship transmits its AIS, then somebody has to be tracking its movements. This is the standard operating procedure for owners and insurers."
A member of the ship breakers' association said, "After MT Pavit was abandoned, there were no reports to indicate that its owners/insurers were trying to have it towed or repaired. It is the moral duty of the shipping company to save the life of crew members and salvage the ship."
He said MT Pavit's owners could have easily arranged for it to be towed to the Oman coast for repairs. "It is a mystery why the owner did not do this as the hull of the ship is in good condition and there is nothing to indicate a fuel leak."
Sunday, 16 January 2011
the New Year's message I sent out to my batchmates: REFLECTIONS
Sabko wish kar liyaa, what next, just a few random thoughts as we go into a New Year, decade, and on another cold day in Delhi - most of all, I am glad and thankful to be alive and mostly healthy.
If we look back at how life has evolved for us since 7th of June 1975 . . . what are the common threads, how do we ever rationalise them, can we?
# the alma mater we had has long been scrapped, but for many of us, those were the best days of our lives.
# many of the ships we've sailed on have changed name, gone on to Alang or similar, or gone through changes we don't even know about.
# the abiding memories I have of my short stint at sea are wondering about how small we are in infinity and how big we are in the same infinity too.
# looking at those sparklets of water rushing past us especially if we went for a walk pre-dawn to the focsle and saw them rush past, hypnotic.
# the lottery of life, some gone to that whaler in the sky, some adrift, some mainstream and some doing their own thing, up and down.
# spouse and more, children, parents, siblings, relationships, all those evolutionary elements which can not be quantified.
# money in the bank or not, savings or not, bust or boom, many of us have seen fiscal ups and downs which people ashore can not even begin to comtemplate.
# new countries, flags, loyalties, food preferences, coasts, mountains, cities, cillages - some have even found their own new Gods.
# hair on the head or lack thereof, aching bones or paunches, less teeth than before and more kilos, 4 stripes on the shoulders or none.
# the joy of children, validation being the day they did better than their parents, I remember the day I got my first appointment letter as a 2nd Mate with a basic salary that exceeded my wildest dreams then, and how happy that made my parents. I also learnt money is not everything the same day.
# And then, the finer things in life - single malts, cognacs, a good smoke, snazzy cars, holidays, books, music, theatre, families, (other women??), we all had our choices.
And a lot more.
Point I am trying to make is this - what was or is the constant?
I tell you my take on this - the constant as far as I can make out is that the TS Rajendra helped many of us learn how to roll with the punches, and take life as it came. As probably the guy with the longest tenure ashore on extended shore leave (since January 1983 . . .) that has been the most important element, constant, in my life.
In 2011, as we grow older better wiser and the whole nine yards - this is what I wish for all of us - that we roll with the punches better than everybody else and that we come out, lotteries aside, smiling.
With best wishes to all of you and especially to some of you who have been by our side over the last few decades while we've had out ups and downs . . .
+++
One of the many responses:- Malik very well said. Please keep up the musings. The time we were in Rajendra we could not wait to get out. ( DTGH) But it made boys into men. I credit our days from Rajendra for all I have achieved in life. Now we have Kitoo for keeping us smiling and Malik to keep us thinking. Thanks to all who wished and also the silent majority. Wish everyone Happy New Year and best wishes.
(APS Dhillon)
+++
Wow !!! KB Singh would have been proud of you.... Did you ever write for the "Indian Cadet". With your permission can I send this to them.??
A) Haircut or without, your style is inimitable.
(That, by the way is a compliment... I am feeling charitable this morning!!)
B) Indian Cadet was/is the annual TS Rajendra magazine.
(Rajesh Tandon)
+++
Halloa!!! Below there.
(Rajesh Saigal)
+++
Hi Veeresh, thanks for reminding the date june 7th. That is the day we left TSR to go home.
(Bikash Chaudhary)
+++
Bhai-saab, problem is there's no time. I have thought at least a thousand times how much happier I was at sea, mainly because I had the one commodity we can never retrieve, time.
(Kaustub Kirpekar)
+++
Good day
Things have changed at sea! No more of that lovely commodity - TIME. Maybe its just the company I work for. So I am going to look for a coastal Indian company now. Yeah! Or maybe BSM again.
(Anon)
+++
I thought Subra taught us English especially "forums of pawar", while Sharan was doing "we men of literature", and between the two of them a whole generation of us were influenced more by the Inglisi by Mungoo and BoBo while we got our "ek do teen char" VHF skillsets from HashPash, not to forget "if you are obedience I am politeness" Sharma ji and "dit-dit-dah-dit bloddee" from Randhawa while Mitra was good for I still dont know anything more than "V for Victor" balancing the "you tattee" vaala Kotwal. Never to ofcourse also reduce the importance of Soda Loda and Hathoda as well as quarter diamond Savanoon in Hindi for which I don't remember who got the best Hindi advance prize though I do recall MO and Chinta messing with my psyche more than anybody else in junior form.
Oh well, it is a wonder we can all think straight, leave alone speak inglisi.
(me)
+++
If we look back at how life has evolved for us since 7th of June 1975 . . . what are the common threads, how do we ever rationalise them, can we?
# the alma mater we had has long been scrapped, but for many of us, those were the best days of our lives.
# many of the ships we've sailed on have changed name, gone on to Alang or similar, or gone through changes we don't even know about.
# the abiding memories I have of my short stint at sea are wondering about how small we are in infinity and how big we are in the same infinity too.
# looking at those sparklets of water rushing past us especially if we went for a walk pre-dawn to the focsle and saw them rush past, hypnotic.
# the lottery of life, some gone to that whaler in the sky, some adrift, some mainstream and some doing their own thing, up and down.
# spouse and more, children, parents, siblings, relationships, all those evolutionary elements which can not be quantified.
# money in the bank or not, savings or not, bust or boom, many of us have seen fiscal ups and downs which people ashore can not even begin to comtemplate.
# new countries, flags, loyalties, food preferences, coasts, mountains, cities, cillages - some have even found their own new Gods.
# hair on the head or lack thereof, aching bones or paunches, less teeth than before and more kilos, 4 stripes on the shoulders or none.
# the joy of children, validation being the day they did better than their parents, I remember the day I got my first appointment letter as a 2nd Mate with a basic salary that exceeded my wildest dreams then, and how happy that made my parents. I also learnt money is not everything the same day.
# And then, the finer things in life - single malts, cognacs, a good smoke, snazzy cars, holidays, books, music, theatre, families, (other women??), we all had our choices.
And a lot more.
Point I am trying to make is this - what was or is the constant?
I tell you my take on this - the constant as far as I can make out is that the TS Rajendra helped many of us learn how to roll with the punches, and take life as it came. As probably the guy with the longest tenure ashore on extended shore leave (since January 1983 . . .) that has been the most important element, constant, in my life.
In 2011, as we grow older better wiser and the whole nine yards - this is what I wish for all of us - that we roll with the punches better than everybody else and that we come out, lotteries aside, smiling.
With best wishes to all of you and especially to some of you who have been by our side over the last few decades while we've had out ups and downs . . .
+++
One of the many responses:- Malik very well said. Please keep up the musings. The time we were in Rajendra we could not wait to get out. ( DTGH) But it made boys into men. I credit our days from Rajendra for all I have achieved in life. Now we have Kitoo for keeping us smiling and Malik to keep us thinking. Thanks to all who wished and also the silent majority. Wish everyone Happy New Year and best wishes.
(APS Dhillon)
+++
Wow !!! KB Singh would have been proud of you.... Did you ever write for the "Indian Cadet". With your permission can I send this to them.??
A) Haircut or without, your style is inimitable.
(That, by the way is a compliment... I am feeling charitable this morning!!)
B) Indian Cadet was/is the annual TS Rajendra magazine.
(Rajesh Tandon)
+++
Halloa!!! Below there.
(Rajesh Saigal)
+++
Hi Veeresh, thanks for reminding the date june 7th. That is the day we left TSR to go home.
(Bikash Chaudhary)
+++
Bhai-saab, problem is there's no time. I have thought at least a thousand times how much happier I was at sea, mainly because I had the one commodity we can never retrieve, time.
(Kaustub Kirpekar)
+++
Good day
Things have changed at sea! No more of that lovely commodity - TIME. Maybe its just the company I work for. So I am going to look for a coastal Indian company now. Yeah! Or maybe BSM again.
(Anon)
+++
I thought Subra taught us English especially "forums of pawar", while Sharan was doing "we men of literature", and between the two of them a whole generation of us were influenced more by the Inglisi by Mungoo and BoBo while we got our "ek do teen char" VHF skillsets from HashPash, not to forget "if you are obedience I am politeness" Sharma ji and "dit-dit-dah-dit bloddee" from Randhawa while Mitra was good for I still dont know anything more than "V for Victor" balancing the "you tattee" vaala Kotwal. Never to ofcourse also reduce the importance of Soda Loda and Hathoda as well as quarter diamond Savanoon in Hindi for which I don't remember who got the best Hindi advance prize though I do recall MO and Chinta messing with my psyche more than anybody else in junior form.
Oh well, it is a wonder we can all think straight, leave alone speak inglisi.
(me)
+++
Saturday, 11 December 2010
11 dec 2010, latest on piracy in the Indian Ocean
It is now a rampage, all over the Indian Ocean, with multiple "mother ships" being used by the pirates.
http://www.dnaindia.com/india/report_navy-ship-rescues-thai-national-thrown-overboard-by-pirates_1477984
A Thai crew member thrown into the sea by pirates after hijacking a cargo vessel has been rescued by an Indian warship about 350 nautical miles off Minicoy Island in the Lakshadweep Island chain.
The Thai national's vessel, Prantalay 12, was hijacked a couple of months ago and being used as a mother ship by Somali pirates to launch attacks on other merchant vessels when he was thrown over board by the sea brigands, a navy spokesperson said here today.
India's INS Krishna, which was patrolling in the area noticed Prantalay 12 and was following it when the Thai sailor was thrown out into the sea by the brigands, he said, adding the Thai man was brought to Kochi for further formalities.
"On the evening of December 4, INS Krishna rescued the Thai national while on patrol about 350 nautical miles from Minicoy Island. On sighting INS Krishna, the trawler started heading Westwards at maximum speed away from the islands. One of the Thai nationals held hostage on board was seen to be pushed into the sea," he said.
The pirates later sailed the trawler at high speeds towards the Somali coast.
Prantalay 12 is the second suspected mother vessel that was cleared from the Eastern Arabian Sea. The navy had deployed a multi-ship force in November about 300-400 nautical miles off India's west coast to clear the area of the pirates.
During the course of the security sweep in the area, the navy ship chased another merchant tanker MT Polar, being used as a mother ship by pirates, away from the region.
"Navy and Coast Guard ships and aircraft continue to patrol the areas of reported pirate attacks in an effort to ensure safety of the sea lanes of communication," the navy spokesperson said, reiterating the requirement for all merchant vessels to adopt best management practices, as prescribed by the International Maritime Organisation (IMO) as vital to ensuring the safety of shipping from piracy.
However, a Bangladeshi merchant vessel was hijacked by Somali pirates about 80 nautical miles off Minicoy Island and about 320 nautical miles of Indian west coast in international waters, but within Indian Exclusive Economic Zone.
The vessel, identified as MV Jahan Moni, had raised an alarm that it was being chased by a pirate-operated skiff and sought help, but by the time the Indian Navy and Coast Guard ships that were in the vicinity could respond, the merchant vessel was hijacked, Defence Ministry sources said.
The attack on MV Jahan Moni came on Sunday and the 26-member crew were captured by the pirates, who took the vessel back to Somali coast, the sources said.
The vessel was reportedly carrying 41,000 tonnes of nickel on board and it is believed that the pirates would use both the merchandise and the crew of the cargo ship to demand a ransom, they said.
The attack took place at the 'eight-degree channel' between Minicoy Island and Maldives, which witnesses a traffic of about 40 cargo ships on an average every day.
http://www.dnaindia.com/india/report_navy-ship-rescues-thai-national-thrown-overboard-by-pirates_1477984
A Thai crew member thrown into the sea by pirates after hijacking a cargo vessel has been rescued by an Indian warship about 350 nautical miles off Minicoy Island in the Lakshadweep Island chain.
The Thai national's vessel, Prantalay 12, was hijacked a couple of months ago and being used as a mother ship by Somali pirates to launch attacks on other merchant vessels when he was thrown over board by the sea brigands, a navy spokesperson said here today.
India's INS Krishna, which was patrolling in the area noticed Prantalay 12 and was following it when the Thai sailor was thrown out into the sea by the brigands, he said, adding the Thai man was brought to Kochi for further formalities.
"On the evening of December 4, INS Krishna rescued the Thai national while on patrol about 350 nautical miles from Minicoy Island. On sighting INS Krishna, the trawler started heading Westwards at maximum speed away from the islands. One of the Thai nationals held hostage on board was seen to be pushed into the sea," he said.
The pirates later sailed the trawler at high speeds towards the Somali coast.
Prantalay 12 is the second suspected mother vessel that was cleared from the Eastern Arabian Sea. The navy had deployed a multi-ship force in November about 300-400 nautical miles off India's west coast to clear the area of the pirates.
During the course of the security sweep in the area, the navy ship chased another merchant tanker MT Polar, being used as a mother ship by pirates, away from the region.
"Navy and Coast Guard ships and aircraft continue to patrol the areas of reported pirate attacks in an effort to ensure safety of the sea lanes of communication," the navy spokesperson said, reiterating the requirement for all merchant vessels to adopt best management practices, as prescribed by the International Maritime Organisation (IMO) as vital to ensuring the safety of shipping from piracy.
However, a Bangladeshi merchant vessel was hijacked by Somali pirates about 80 nautical miles off Minicoy Island and about 320 nautical miles of Indian west coast in international waters, but within Indian Exclusive Economic Zone.
The vessel, identified as MV Jahan Moni, had raised an alarm that it was being chased by a pirate-operated skiff and sought help, but by the time the Indian Navy and Coast Guard ships that were in the vicinity could respond, the merchant vessel was hijacked, Defence Ministry sources said.
The attack on MV Jahan Moni came on Sunday and the 26-member crew were captured by the pirates, who took the vessel back to Somali coast, the sources said.
The vessel was reportedly carrying 41,000 tonnes of nickel on board and it is believed that the pirates would use both the merchandise and the crew of the cargo ship to demand a ransom, they said.
The attack took place at the 'eight-degree channel' between Minicoy Island and Maldives, which witnesses a traffic of about 40 cargo ships on an average every day.
Festivals on board ship . . .
One way of looking at it is with mixed emotions - it is a sailor's lot
to be regularly missing out on festivals while at sea, especially in
this day and age of instant communications, when you can even listen
to the festivities at home. You can choose to feel sorry for yourself,
or you can make the best of it, the choice is yours.
There is really not much to be said or written about this part of life
at sea. We all know that ships sail 24x7, and now we also know that it
is the earnest effort as well as desire of all those involved with
shipping ashore to see that if nothing else, the ships sail out of
port before the celebrations and festivals shut the port down.
All of us probably have ample number of experiences along this line -
leaving port just before the long holiday weekends or arriving just in
time after they got over. One incident I recall very clearly is being
asked to please help co-operate and sail out well in time on 31st
December - otherwise they would miss the office party!
Likewise, as a seafarer, you would have missed out on umpteen number
of occasions at home. Religious and other festivals, different types
of celebrations, Parent-Teacher Association meetings, RWA gatherings
which often turn out to be more interesting than anything else, and
similar events. All this, and more, we take in our stride.
But if you are the sort of person who sees a rainbow behind every
cloud, then festivals spent while on ships can really take on new
meanings, as well as be an important part of your larger evolution as
a human being. After all, your friends on your ship are your family,
too, and so why not make more than just the best of things?
+++
Festivals take on a totally new meaning on ships, easy to say, but
worth repeating, especially when you are lucky enough to sail with
multi-cutural and multi-national colleagues, and subscribing to
religions from across the board. Most festivals, with some notable
exceptions, are about unbridled joy and unrestricted happiness, so it
is always great to be able to take part in them.
After all, much of international tourism is designed around going to
see and experience different kinds of cultures, and the festivals as
well as celebrations they engage in. Here we are lucky enough to have
the same, or at least mini versions, free of charge literally at our
door steps.
We just have to reach out to celebrate them. Chances are that alcohol
may not be permitted in large quantities nowadays on board your ship -
that has never been a reason to prevent celebrations, has it?
Likewise, the date and timing of the festival may clash with a high
work load period - fair enough, easy to solve, simply move it around!
There are many ways to ensure that festivals and celebrations of all
sorts can be enjoyed on board ships. You just have to be innovative
enough to seek the opportunity, and then take it forward - and then
see your reputation as a good manager of men and morale onboard take
off.
+++
In addition, there are some "festivals" which are unique to seafarers,
and for which the routine of celebrations was taken charge of with
great enthusiasm and gusto a few decades ago. This lot can be salvaged
and revived easily, again, keeping latest safety and other regulations
in mind.
These would include:-
# Equator Crossing Ceremonies.
# Date Line Crossing Ceremonies.
# Ships' Birthday (Launch date)
# Company specific celebrations. (Find out what they are celebrating
in the office ashore and do paralel ones onboard)
# Birthdays of children or family members onboard or even if ashore.
(Brings out the best in people, especially if the family member back
at home are celebrating)
All this, and more - in addition to the regular festivals. There has
never been a better time to celebrate on board ships than now - wages
are good, job prospects are better, companies are looking for ways to
improve HR fundamentals, the works.
It just needs that one catalyst on board to help do things - and
celebrate any and every occasion. Is that person you?
to be regularly missing out on festivals while at sea, especially in
this day and age of instant communications, when you can even listen
to the festivities at home. You can choose to feel sorry for yourself,
or you can make the best of it, the choice is yours.
There is really not much to be said or written about this part of life
at sea. We all know that ships sail 24x7, and now we also know that it
is the earnest effort as well as desire of all those involved with
shipping ashore to see that if nothing else, the ships sail out of
port before the celebrations and festivals shut the port down.
All of us probably have ample number of experiences along this line -
leaving port just before the long holiday weekends or arriving just in
time after they got over. One incident I recall very clearly is being
asked to please help co-operate and sail out well in time on 31st
December - otherwise they would miss the office party!
Likewise, as a seafarer, you would have missed out on umpteen number
of occasions at home. Religious and other festivals, different types
of celebrations, Parent-Teacher Association meetings, RWA gatherings
which often turn out to be more interesting than anything else, and
similar events. All this, and more, we take in our stride.
But if you are the sort of person who sees a rainbow behind every
cloud, then festivals spent while on ships can really take on new
meanings, as well as be an important part of your larger evolution as
a human being. After all, your friends on your ship are your family,
too, and so why not make more than just the best of things?
+++
Festivals take on a totally new meaning on ships, easy to say, but
worth repeating, especially when you are lucky enough to sail with
multi-cutural and multi-national colleagues, and subscribing to
religions from across the board. Most festivals, with some notable
exceptions, are about unbridled joy and unrestricted happiness, so it
is always great to be able to take part in them.
After all, much of international tourism is designed around going to
see and experience different kinds of cultures, and the festivals as
well as celebrations they engage in. Here we are lucky enough to have
the same, or at least mini versions, free of charge literally at our
door steps.
We just have to reach out to celebrate them. Chances are that alcohol
may not be permitted in large quantities nowadays on board your ship -
that has never been a reason to prevent celebrations, has it?
Likewise, the date and timing of the festival may clash with a high
work load period - fair enough, easy to solve, simply move it around!
There are many ways to ensure that festivals and celebrations of all
sorts can be enjoyed on board ships. You just have to be innovative
enough to seek the opportunity, and then take it forward - and then
see your reputation as a good manager of men and morale onboard take
off.
+++
In addition, there are some "festivals" which are unique to seafarers,
and for which the routine of celebrations was taken charge of with
great enthusiasm and gusto a few decades ago. This lot can be salvaged
and revived easily, again, keeping latest safety and other regulations
in mind.
These would include:-
# Equator Crossing Ceremonies.
# Date Line Crossing Ceremonies.
# Ships' Birthday (Launch date)
# Company specific celebrations. (Find out what they are celebrating
in the office ashore and do paralel ones onboard)
# Birthdays of children or family members onboard or even if ashore.
(Brings out the best in people, especially if the family member back
at home are celebrating)
All this, and more - in addition to the regular festivals. There has
never been a better time to celebrate on board ships than now - wages
are good, job prospects are better, companies are looking for ways to
improve HR fundamentals, the works.
It just needs that one catalyst on board to help do things - and
celebrate any and every occasion. Is that person you?
Sunday, 28 November 2010
SAILOR TODAY Awards 2011 . . .
Hello Friends!!!
The 10th ANNUAL SAILOR TODAY SEA SHORE AWARDS
In Association with: Videotel London,
Supported by :BIMS, Thailand
Endorsed by: INSA, MASSA, FOSMA
Will be held on 12th of March 2011!!!
If you think, you or a friend of yours deserves to win this prestigious awards, click on the link below, & fill up the nomination form right away!Join us to make sure only the deserving walk home with the trophy!!!
The entries will be evaluated by a panel of judges and the recipients announced prior to the function. Since the awards are non-competitive in nature, there can be more than one recipient in a category. The recipients will only be selected from within the entries received, and the decision of the panel of judges will be final and binding on all nominees.
Other Upcoming Events:
Sailor Today Cricket Cup 2011- Mumbai
Thank You!!!
The 10th ANNUAL SAILOR TODAY SEA SHORE AWARDS
In Association with: Videotel London,
Supported by :BIMS, Thailand
Endorsed by: INSA, MASSA, FOSMA
Will be held on 12th of March 2011!!!
If you think, you or a friend of yours deserves to win this prestigious awards, click on the link below, & fill up the nomination form right away!Join us to make sure only the deserving walk home with the trophy!!!
The entries will be evaluated by a panel of judges and the recipients announced prior to the function. Since the awards are non-competitive in nature, there can be more than one recipient in a category. The recipients will only be selected from within the entries received, and the decision of the panel of judges will be final and binding on all nominees.
Other Upcoming Events:
Sailor Today Cricket Cup 2011- Mumbai
Thank You!!!
Tuesday, 16 November 2010
MLC 2010 and the seafarer onboard a ship - some new bits . . .
Many shipowners and seafarers do not realise it as yet, but the Maritime Labour Convention 2010 (MLC 2010) which is going to come into force next year (2011), will be implemented by Port State Control. So it does not matter if your Flag State has ratified or signed on to the convention or not - if the Port State has signed on, then compliance by owners, operators, Master and seafarers will be essential.
States that have already ratified the MLC 2010 include Panama, Canada, Bahams, Norway, Liberia, Marshall Island, Bulgaria, Croatia, and Spain. Countries that are expected to ratify before the end of 2010 are the European Union countries and the Pacific Rim countries.
So what are the significant changes for seafarers?
One aspect would be the contract between seafarer and owner. Some significant new points would include:-
# The seafarer has been given enough time to read and review and also take advice on the contract or agreement before signing. What is "enough time"? That is left to the seafarer. If he feels he has not been given enough time, then he asks for more.
# The full name and address of the shipowner will have to be entered into the contract or agreement. In case the ownership is multiple layered, then all the names and addresses will be required to be entered.
# Full details of the health and social security benefits provided to the seafarer shall have to be entered. In this context, the new rules pertaining to NRIs and "foreign workers/Indians working abroad" under the EPFO may also be seen.
# Where the seafarer is liable for any reason to pay for his repatriation and other expenses, then a maximum amount needs to be set out in the contract/agreement itself. This can not be open ended as it is now.
# A :Shipowner's Complaint Procedure" will have to be defined and made available to the seafarer. The exact mechanics of this are yet unknown, but it is expected that this will have provision for referral back to flag and port state.
# Disciplinary rules and procedures will have to be set down, in detail, in keeping with flag and port state requirements. This appears to be a tough one. Each Port State will have different rules for such actions.
# On rest periods, much was expected, but little has changed. Maximum interval between 2 rest periods will be 14 hours. Extra work impacting rest hours for any reason - emergency, drills, musters, safety, peril - must be compensated.
# Paid leave entitlement is now a minimum of 40 days in each year of employment. This means 325 days work, 40 days leave, which works backwards to about 3.75 days per month. Pro-rata if employed for less than a year. In other words, for a 3-month contract, onboard for 2 months and 20 days entitles you to 10 days leave. Encashment of leave permitted.
# Termination of contract by seafarer for urgent or compassionate reasons shall be without cost to the seafarer. Notice period for termination of contract shall be not less than 7 days on both sides, and both seafarer as well as shipowner shall have equal number of days for this.
# Dental treatment will now be included in medical care, when visiting doctors ashore.
+++
Ofcourse, the above is still evolving, and there may be variations as and when the MLC 2010 comes into force in your Flag State. But expect the Port State Control to implement their version of MLC 2010 with vigour, and soon.
Good luck. One more inspector . . .
States that have already ratified the MLC 2010 include Panama, Canada, Bahams, Norway, Liberia, Marshall Island, Bulgaria, Croatia, and Spain. Countries that are expected to ratify before the end of 2010 are the European Union countries and the Pacific Rim countries.
So what are the significant changes for seafarers?
One aspect would be the contract between seafarer and owner. Some significant new points would include:-
# The seafarer has been given enough time to read and review and also take advice on the contract or agreement before signing. What is "enough time"? That is left to the seafarer. If he feels he has not been given enough time, then he asks for more.
# The full name and address of the shipowner will have to be entered into the contract or agreement. In case the ownership is multiple layered, then all the names and addresses will be required to be entered.
# Full details of the health and social security benefits provided to the seafarer shall have to be entered. In this context, the new rules pertaining to NRIs and "foreign workers/Indians working abroad" under the EPFO may also be seen.
# Where the seafarer is liable for any reason to pay for his repatriation and other expenses, then a maximum amount needs to be set out in the contract/agreement itself. This can not be open ended as it is now.
# A :Shipowner's Complaint Procedure" will have to be defined and made available to the seafarer. The exact mechanics of this are yet unknown, but it is expected that this will have provision for referral back to flag and port state.
# Disciplinary rules and procedures will have to be set down, in detail, in keeping with flag and port state requirements. This appears to be a tough one. Each Port State will have different rules for such actions.
# On rest periods, much was expected, but little has changed. Maximum interval between 2 rest periods will be 14 hours. Extra work impacting rest hours for any reason - emergency, drills, musters, safety, peril - must be compensated.
# Paid leave entitlement is now a minimum of 40 days in each year of employment. This means 325 days work, 40 days leave, which works backwards to about 3.75 days per month. Pro-rata if employed for less than a year. In other words, for a 3-month contract, onboard for 2 months and 20 days entitles you to 10 days leave. Encashment of leave permitted.
# Termination of contract by seafarer for urgent or compassionate reasons shall be without cost to the seafarer. Notice period for termination of contract shall be not less than 7 days on both sides, and both seafarer as well as shipowner shall have equal number of days for this.
# Dental treatment will now be included in medical care, when visiting doctors ashore.
+++
Ofcourse, the above is still evolving, and there may be variations as and when the MLC 2010 comes into force in your Flag State. But expect the Port State Control to implement their version of MLC 2010 with vigour, and soon.
Good luck. One more inspector . . .
How to join a cruise ship? ver 1.0
Basic advice to a young man who wants to join the cruise industry. Age 27, done this and that in the travel industry ashore, now looking at the romance of being on a ship.
Please do read, update, correct, suggest improvements?
+++
a) To join cruiuse ships now, you will need:-
1) To do 4 x basic courses also called STCW/78, these can be done at a variety of institutes and colleges in India. Cost about 12k.
2) An InDOS number, which the institute will apply for you, costs about 800-1000/-
3) Then, with these two things in hand, you simultaneously start looking for jobs, for which you have to check out the newspapers, catering colleges, byelanes of port cities, internet.
4) Once you have an offer, that company may sponsor you for a CDC of that flag which their cruise ship flies. There are hardly any Indian pax ships, and their rules are, different. So it will be open register and similar.
5) Also take a look here:- http://www.tsrahaman.org/ . . . you can do the 4 courses listed in "1" over here and hopefully pick up some grapevine on agents/jobs etc. Pleasant place, residential campus.
5) One more 3 day course called Passenger Ship Course, this is done in Cal/Madras/Mumbai. But is better done AFTER you have acquired a CDC or atleast got somewhere.
These are the 4 courses you will need to do, at DGS approved colleges, for STCW purposes:-
Personal Survival Technique
Personal Safety and Social Responsibility
Fire Prevention & Fire Fighting
Elementary First Aid
+++
And then, good luck.
+++
Please do read, update, correct, suggest improvements?
+++
a) To join cruiuse ships now, you will need:-
1) To do 4 x basic courses also called STCW/78, these can be done at a variety of institutes and colleges in India. Cost about 12k.
2) An InDOS number, which the institute will apply for you, costs about 800-1000/-
3) Then, with these two things in hand, you simultaneously start looking for jobs, for which you have to check out the newspapers, catering colleges, byelanes of port cities, internet.
4) Once you have an offer, that company may sponsor you for a CDC of that flag which their cruise ship flies. There are hardly any Indian pax ships, and their rules are, different. So it will be open register and similar.
5) Also take a look here:- http://www.tsrahaman.org/ . . . you can do the 4 courses listed in "1" over here and hopefully pick up some grapevine on agents/jobs etc. Pleasant place, residential campus.
5) One more 3 day course called Passenger Ship Course, this is done in Cal/Madras/Mumbai. But is better done AFTER you have acquired a CDC or atleast got somewhere.
These are the 4 courses you will need to do, at DGS approved colleges, for STCW purposes:-
Personal Survival Technique
Personal Safety and Social Responsibility
Fire Prevention & Fire Fighting
Elementary First Aid
+++
And then, good luck.
+++
Saturday, 13 November 2010
The power of the pen (keyboard . . .) at sea and ashore
Why do you think the name of your ship is written on the bow, and not simply hidden away somewhere inside voluminous documents and drawings, or replaced by an identification number like the registration number of your motor-car? Wouldn't it be simpler to replace everything by the full style and address of the corporate entity that owns/operates your ship, or the banks that hold the mortgage?
No, it wouldn't. Simply because your ship is known and acquires respect as well as a reputation by its name. So, as a matter of fact, do you and all of us.
Likewise, your views on anything in life. You can discuss them on the dining table, duty mess, smoke room or elsewhere. Or you can exchange SMS type messages, cryptic, short, hardly understood by many. Or if you really want them to be noticed - you can take the trouble of writing them down, eMail soft-copy as well as hard-copy printout, and send them out with your name appended at the end of whatever it is that you wanted to say, ask, declare, comment on.
The Power of the Pen. Certainly not as mighty as the waves relentlessly whipping aside as the bows slice through them. But certainly more powerful when you have the time to put your views across.
Write. Today. And if you feel you need a vehicle (or a vessel?) to help get your thoughts across, then this blog is the forum where you will realise the power that writing something with your name behind it wields. Or, in case you don't want to use your name, then trust me.
Go for it.
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