Pakistan needs to recognise services of its seafarers

Source: Pakistan Today

KARACHI - The World Maritime Day is an event of considerable significance in the calendar of the seafaring states, but somehow it passes by virtually unnoticed within Pakistan. The International Maritime Organisation (IMO), which is a specialised agency of the United Nations, is the moving spirit behind its observance. The IMO celebrated the day at its headquarters in London on September 29, while its 169 member states were allowed the flexibility to do so anytime during the last week of September (26th to 30th).
Meant to recognise the international maritime industry’s mammoth contribution towards the global economy, the day also focuses on the importance of shipping safety, maritime security, marine environment and technical and legal matters. A particular aspect of IMO’s work is also now being highlighted each year. Last year’s theme revolved around the seafarer, the most basic of ingredients that makes world trade possible. Sometime around the middle of that year, a diplomatic conference at Manila which was deliberating upon major revisions to the International Convention on Standards of Training, Certification and Watch-keeping for Seafarers and its associated code, gave official sanction to the idea to celebrate 25 June (the day these revisions were adopted) each year as the Day of the Seafarer.
We in Pakistan too need to recognise the services rendered by our seafarers, who mostly sail under foreign flags, to the cause of world trade and uplifting the global economy. These unsung heroes work in arduous conditions at sea, with very little time in harbour owing to the rapid turnaround times in most world ports. It is an accepted fact that a majority of world shipping is registered under flags of convenience, where regulatory standards are lax and where a lack of interest in the welfare of the ship and its crew is visible. Seafarers are thus not amply protected against excesses that they may be subjected to during routine operations. The trend of filing criminal charges against seafarers for political purposes and for causes beyond their control is an unhealthy one and grossly detrimental to the morale of this hardy workforce.
A far bigger threat confronting the international shipping industry is the increasing global shortage of seafarers, particularly the officers’ cadre, where the projected shortfall in 2012 is 84,000.
Cognizant of this grave crisis, the IMO, in association with the International Labour Organisation, the International Transport Workers Federation and the premier shipping NGOs, has, since November 2008, been pursuing a ‘Go to Sea’ campaign. This initiative is aimed at popularising seafaring as a viable career choice. Our government should likewise do its bit in upgrading our basic and periodical merchant marine training programs in order to generate interest amongst our vast reservoir of educated and unemployed individuals.
The most pressing threat being faced by the seafarers these days stems from piracy. The scale of the mayhem can be imagined from the fact that Somali pirates seized 49 vessels in 2010 alone, while capturing a record 1016 hostages. Eight crew members died, with 13 being wounded, up from four deaths and 10 wounded in the previous year (2009).
With the steep rise in the ransoms being demanded, crew members - i.e. the pawns in the drama - are being detained for much longer to allow negotiations to succeed. Ships were held for an average of 55 days in 2009, while the last four ships released in end 2010 were detained for an average of 150 days. It took more than 10 months for the release of the MV Suez crew to materialize. Some seafarers are still known to be languishing in captivity for over a year.
Seen in this context, the theme selected for WMD 2011 appears to be the most appropriate, namely “Piracy – Orchestrating the Response”. Despite the fact that the challenges posed by piracy have been amply recognized, the global response has been patchy and the international will to uproot this menace less-than-apparent. The UN as a body has unanimously passed a number of Security Council resolutions meant to facilitate states in the capture and even the prosecution of pirates.
The IMO has prepared a consolidated action plan, aimed at eradicating piracy through a well-coordinated broad-based global response, which addresses the following major objectives:
a.Securing immediate release of all the hostages in captivity. This may seem like a tall order as hardly any government is in a position to exert any influence over the pirates. The plight of the captives is however too intense to be ignored.
b.Providing guidance to the industry. IMO keeps issuing guidelines to ships and to their administrators for the use of basic preventive and defensive measures in a bid to deter and thwart acts of piracy.
c.Seeking greater naval support. Though many warships are engaged in anti-piracy operations, their strength is still insufficient vis-à-vis the ever-expanding area that the reach of the pirates is extending to.
d.Promoting anti-piracy cooperation. Risks can be reduced through better information sharing and civil-military coordination. This cooperation can be at three different levels – among states, regions and organizations. Regional initiatives are serving a useful purpose.
e.Building capacity to deter, capture and prosecute. All maritime states, with sufficient will and resolve, need to be suitably assisted for enhancing their maritime capacities, thereby enabling them to exert a positive influence in ensuring the safety and security of life at sea.
f.Providing care to affected seafarers and their families. Humanitarian organisations engaged in extending succour to the hostages need to be encouraged and supported.
The problem with piracy is that it picks up steam as it chugs along. Each time a huge amount of money floods into the pirate-infested zone in the form of the ever-increasing ransom payments, the piratical enterprise gets a boost and recruits to its cause swell. The answer, some say, obviously lies in outlawing ransom payments. Easier said than done! Thousands of innocent hostages may have to pay the ultimate price before the pirates soak in the lesson. Can the world afford that? The long-term solution lies in investing in the future of the youth of the lawless Somali autonomous regions by supporting the setting up of a requisite organizational infrastructure that generates better governance and upholds the rule of law.
Pakistan is playing a positive role by regularly contributing a warship to the combined task force dedicated for anti-piracy operations. Its efforts have been recognised by making it a member of the UN Contact Group on piracy and periodically entrusting the Pakistan Navy with the overall command of Task Force 151- with the Pakistan Navy being the only regional navy to be so honoured. We need to, however, expand our influence in the political arena also by taking greater interest in on-going developments. On the local front, we need to initiate the process of including sea piracy as a cognisable offence in our penal code so that in case any pirate is captured by a Pakistan Navy warship, we are not caught on the wrong foot.
Above all, in the context of the World Maritime Day, being celebrated for the past thirty three years, Pakistan needs to recognise the significance of maritime activities and its economic dividends.

The writer is currently serving as the Director General National Centre for Maritime Policy Research, based at the Bahria University Karachi Campus.

Celebrating HK Shipping Registry's two decades of achievements

Source: 7thspace

Hong Kong (HKSAR) - As a key part of Maritime Awareness Week (MAW), the Secretary for Transport and Housing, Ms Eva Cheng, and prominent figures of Hong Kong's maritime industry joined a luncheon today (October 29) to mark the 20th anniversary of the Hong Kong Shipping Registry (HKSR). In a keynote speech delivered at the luncheon, Ms Cheng congratulated the autonomous HKSR on its impressive achievements as a shining example of first-rate service offered by the Hong Kong maritime cluster. The HKSR was set up on December 3, 1990.

Starting with a gross tonnage of six million, it is now the fifth largest register globally and has passed the 54 million mark. Ms Cheng said, "Gross tonnage apart, ships flying the Hong Kong flag are also amongst the best performers worldwide. The port state detention rate for Hong Kong ships is only about one third of the world's average." Ms Cheng pointed out that consolidating Hong Kong's position as a renowned international maritime centre and reinforcing the maritime cluster had always ranked high on the agenda of the Government and would remain so.

She said the Government would vigilantly safeguard the institutional strengths essential to maintaining Hong Kong's premier maritime position, such as being a free port, and having an independent judiciary and a common law legal system, a simple and low tax regime, a friendly business environment, free flow of capital and information, practices and requirements that were fully on a par with the relevant international standards, as well as strong and well established international business and maritime network. Ms Cheng noted that admittedly, the Hong Kong Port, as a mature port, could not match the growth rate of ports in the Pearl River Delta. "Nevertheless, Hong Kong's truly global reach and high frequency of sailings have helped maintain and reinforce its status as an international hub port," she said.

"During the first nine months of 2010, we had a throughput of about 18 million Twenty-foot Equivalent Units, representing a year-on-year increase of some 13%. Furthermore, in view of Hong Kong's well established competitive advantages in service provision, our reputation in offering tailored logistics services and our experience in handling high value goods, it would be logical for Hong Kong to play to our strengths. Hence, whilst the Government will continue to put in place the necessary infrastructure to meet the needs of the Hong Kong Port in time, the future of Maritime Hong Kong would rely heavily on the service side." Ms Cheng said the Government would step up efforts to nurture a pool of home-grown maritime talents through financial incentive schemes and scholarships and that the Hong Kong Maritime Industry Council and Hong Kong Port Development Council would continue to conduct promotional missions to potential markets.

Also speaking at the luncheon, the Director of Marine, Mr Roger Tupper, echoed Ms Cheng's view on Hong Kong's status as an international hub port. Mr Tupper said, "This large fleet, amongst the top five in the world, provides a constant visual reminder in the great port cities around the globe that Hong Kong is a truly world maritime city." Together with Ms Cheng, Mr Tupper and the Chairman of the Hong Kong Shipowners Association (HKSOA), Mr Kenneth Koo, presented awards at the luncheon to individual and companies which had supported the Sea-going Training Incentive Scheme of the Government. MAW, which is taking place from October 25 to 31, aims to raise the profile of the maritime industry so that the public, the younger generation in particular, will learn more about its important contributions and the various opportunities that it offers.

MAW also reflects Hong Kong's commitment to the International Maritime Organization's during its designated "Year of the Seafarer". For more information, please visit www.maritimeawarenessweek.org.hk/.

Source: HKSAR Government

APL named Asia's top container shipping line for 3rd straight year

Source: Channel newsasia

SINGAPORE : Singapore-based APL has been named "Asian Container Shipping Line of the Year" for the third consecutive year.

The award was announced at the 12th annual Lloyd's List Asia awards on Thursday night.

APL, the world's fifth largest carrier, said it won from a field of finalists which included Maersk Line and Emirates Shipping.

The award was presented by Lloyd's List, one of the oldest and best-known shipping industry newspapers.

An international panel of maritime leaders made the selection of Asia's top carrier. The judges singled out APL for service, innovation and on-time performance in Asia.

APL President Eng Aik Meng said: "We're gratified to be recognised with this honour again. To have won in 2008, 2009 and 2010 shows the passion our employees have for the shipping industry and our customers."

Fiji Sea Farers remittance high

Source: Fijivillage

Fiji Sea Farers working on foreign vessels bring in 15 million dollars in remittance annually.

These are the words of Fiji Islands Maritime Safety Administration Director Josateki Tagi as the country marked World Maritime Day last week.

Tagi said that there are approximately 1.5 million sea farers around the world and nearly 5000 registered under the Fiji seaman's registry, 400 are serving on board foreign vessels.

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He added that most of the time, the maritime sector is neglected.

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The World Maritime is an international initiative by the International Maritime organization to remind the importance of shipping, security and environment.

This year's theme is "Year of Seafarers".

Shanghai becomes world’s busiest port

Source: Singapore's Business Times


Shanghai is the world's busiest container port after its container throughput surpassed Singapore for the first eight months of this year.


Shanghai moved 19.06 million TEU for the January-August period, 50,000 TEU higher than Singapore's 19.01 million TEU according to data from the Maritime and Port Authority of Singapore (MPA).

"It's a reflection of the strong recovery story in China this year," Selena Ling, head of treasury research for OCBC Bank, was quoted on Singapore's Business Times.

MPA said that its key concern remains to whether the port of Singapore will remain competitive.

In 2009, Singapore port recorded container throughput of about 25.9 million TEU, just 900,000 TEU more than Shanghai's 25 million TEU.

Source: Singapore's Business Times

Astilleros coreanos, en crisis

Fuente: Nuestromar

Este año será crítico para los principales constructores de barcos del mundo, que enfrentan masivas cancelaciones y reprogramaciones por parte de los armadores

Los astilleros asiáticos enfrentan un 2010 incierto luego de la sucesión de reprogramaciones y cancelaciones de las órdenes de la construcción de barcos.

Hyundai Heavy Industries, el mayor constructor de barcos del mundo, con sede en Ulsan, Corea del Sur, anunció que en 2009 las órdenes recibidas cayeron un 62% respecto de las de 2008, tras cinco años de crecimiento a tasas récord.

"La recuperación económica mundial está lista para continuar en 2010, pero la desaceleración de la industria de astilleros se prolongará por un tiempo considerable, debido a la sobrecapacidad y la debilidad del financiamiento para la construcción de embarcaciones", destacó en un comunicado consignado por la agencia Reuters el vicepresidente del directorio y presidente ejecutivo de Hyundai, Min Keh-sik.

Previsión
En una presentación ante inversores en la Bolsa de Corea, el astillero destacó que prevé conseguir órdenes de construcción por US$ 17.000 millones este año, frente a los US$ 10.600 millones registrados en 2009. Este volumen contempla no sólo la construcción de barcos, sino también el resto de las unidades de negocios de la compañía, que consiste en el diseño y la construcción de plataformas offshore , motores navales y plantas de energía eólica.

Hyundai, como el resto de los astilleros asiáticos, navegó 2009 gracias al viento de cola que soplaba desde 2005 y que se intensificó en 2007, año que marcó un hito en la industria naviera por el boom de órdenes de compra por parte de los armadores.

Pero aun así, en todo el año recibió órdenes para construir 10 barcos por un total de 440 millones de dólares, una cifra que nada se acerca a los 109 buques pedidos en 2008, que le reportaron US$ 13.600 millones, según informó The Korea Herald.

Siete de los 10 principales constructores de buques del mundo son coreanos, entre los que se encuentran Hyundai Heavy Industries; Daewoo Shipbuilding & Marine Engineering; Samsung Heavy Industries; Hyundai Mipo Dockyard y Hyundai Samho Heavy Industries (ambos subsidiarios de Hyundai Heavy); STX Shipbuilding, y Hanjin Heavy Industries & Construction.

Alto valor
Daewoo Shipbuilding informó que espera un año con órdenes cercanas a los US$ 10.000 millones. Nam Sang-tae, CEO del astillero, dijo, citado por The Korea Herald, que el foco estará puesto más en productos de alto valor que incorporen nuevas tecnologías para las plataformas oceánicas y los buques convencionales.

Por su parte, Hanjin Heavy, informó la semana pasada que recortará en un 30% su plantilla de empleados para hacer frente a la recesión en la que se sumergió la industria naval en 2009.

"Para que sobreviva la compañía, la reestructuración de los empleados es inevitable", señaló el astillero, según consignó The Journal of Commerce .

LA NACION

Shipbuilders Start 2010 With New Orders

Source: The Korean Times
By Kim Hyun-cheol
Staff Reporter

Korean ship makers have had a positive start to the beginning of the year with a series of new orders, after suffering a huge slump in 2009.

STX Offshore & Shipbuilding said Monday it has won a $130 million order for four bulk ships from Turkish shipping firm Densa. The vessels will be constructed in its Jinhae dockyard for delivery in 2011.

``Discussions on orders have been steadily rising, which is a sign for a better sales performance this year,'' a spokesman of the company said. Last year, the maker had its first order in April amid growing worries over containership overcapacity prevailing in the global industry.

STX's 2010 sales target, which will be announced at today's board meeting, is expected to be higher than the $1.5 billion last year.

Korea's ship orders this year began last week, when Daewoo Shipbuilding & Marine Engineering (DSME) won deals totaling $750 million.

The second-largest maker will build two oil tankers and two bulk carriers for Angelicoussis Shipping Group of Greece by the second half of 2012, and also construct a $400 million offshore plant in Russia by 2013 for U.S. oil giant Exxon Mobil to use for oil and gas blocks development.

The contracts came after DSME clinched a 750 billion won late last month ($670.5 million) order to build 10 oil tankers for Almi Tankers, a Greek shipper, over the next three years.

Also last week, a mid-sized Sungdong Shipbuilding & Marine Engineering said it had signed a contract to build a bulk carrier for another Greek shipper and will ink another bulk ship deal with a German company, with the overall amount reaching over $100 million.

Contracts are on the rise with Greek firms, global leaders in the shipping industry. ``It might be premature to forecast, but a growing number of those major shippers could surely be translated to a pending turnover,'' a spokesman of a local shipbuilder said on condition of anonymity.

The year 2009 was nightmarish for most shipbuilders after enjoying five booming years of record highs. Overall orders turned downward steeply as the global economic crisis forced carriers to cancel or delay existing orders.

New orders at Hyundai Heavy Industries fell 61 percent to $10.6 billion last year.

Consequently, some makers are set to tighten their belts in spite of forecasts of a rebound. Hanjin Heavy, Korea's fifth-largest shipyard, plans to cut its workforce by more than 30 percent in an attempt to get over a management crisis caused by the recession in the industry.

Maritime sector sees 10.1% growth in shipping tonnage in 2009

Source: Channel news Asia

Singapore has maintained its position as a leading port despite the global economic slowdown. The country's maritime sector recorded a 10.1 per cent growth in shipping tonnage in 2009.

According to the latest numbers from the Maritime and Port Authority of Singapore (MPA) on Thursday, vessel arrivals in terms of shipping tonnage reached 1.78 billion gross tonnes last year.

Container ships were the top contributor, accounting for 31.4 per cent of the total vessel arrival tonnage. That was followed by tankers, which contributed 29.6 per cent to the total figure.

MPA said container and cargo throughput hit 25.9 million standard containers or 20-foot equivalent units last year, down 13.5 per cent from 2008.

The total cargo tonnage handled by the Port of Singapore last year dipped 8.9 per cent to 469.6 million tonnes. Meanwhile, bunker sales rose 4.2 per cent to 36.4 million tonnes in 2009.

MPA added that Singapore's ship registry grew 4.4 per cent or 1.9 million gross tonnes.

The total tonnage of ships under the Singapore flag stands at 45.6 million gross tonnes as of end-2009.

Helping the Shipping Industry to Bounce Back from the Global Challenge in the Face of the Economic Downturn

Source: PR Newswire

SHANGHAI, Jan. 11 /PRNewswire-Asia/ -- The 4th Annual ShippingTech Summit 2010, one of the biggest and most influential events in the Asia-Pacific area and a conference for specialists in the shipping industry, will take place on April 28th-30th, 2010 in Shanghai, China.

With the support of the Maritime Safety Administration of the People's Republic of China and the China Shipowners' Association, "ShippingTech Summit 2010," jointly hosted by Dalian Maritime University and the Global Leaders Institute (1), will convene April 28th-30th, 2010 in Shanghai. More than 40 brilliant speakers from the Chinese government, marine organizations, shipping corporations, and technology providers from all over the world will speak to over 200 attendees active in the industry on the summit themes of "efficiency, security, and the environment."

Since its creation in 2007, ShippingTech has encouraged technological development across the shipping industry and established an international forum for cooperation between governments, shipping corporations, ship manufacturing corporations, technology providers and other related industrial elites for the innovation of shipping technology. Following the success of the three previous conferences and in consideration of the recent economic climate, business environment, and the application of new rules and regulations, ShippingTech Summit 2010 will focus on the issues of efficiency, security and the environment as they pertain to the shipping industry. The summit is a great opportunity to discuss and exchange ideas with industry peers on the latest issues and find out how to take advantage of opportunities during the economic recovery and pursue sustainable development.

ShippingTech Summit 2010 will invite government officials, decision-makers and world-renowned experts along with ship owners' associations, famous shipping companies, ship builders, classification societies, IT and electric hi-tech providers, equipment vendors and companies from relevant sectors to gather in Shanghai to discuss the future trend of the global shipping market as well as opportunities and business strategies, especially those in China.

The summit's content will be determined by Global Leaders. That means the focus remains exclusively on need-to-know technology in the shipping industry. The organizing committee had worked hard to ensure that this year's summit lives up to the highest expectations of its participants. Some topics to be discussed at the summit are as follows:

-- Chinese Shipping Industry Outlook and Its Impact
-- Supply and Demand in Container, Dry Bulk and Energy Markets
-- Strengthening Risk Management Systems
-- Effective Strategies for Dealing with Fluctuating Oil Prices
-- High-Tech Optimization of Supply Chain Management
-- Establishment and Development of Information Systems
-- Adjusting Tactics for Responding to "Rotterdam Rules"
-- Emphasizing Port-Shipping Cooperation
-- Maritime Safety Lines of Defense Against Piracy Attacks
-- Reducing Air Emissions and Managing Fuel Efficiency
-- Designing Ships to Meet Environmental Standards
-- Ship Recycling - the Driving Force of Shipping Recovery
-- Green Ship Reconstruction and Repair
-- Building Sustainable and Competitive Fleets
Many powerful speakers, delegates from government departments and world leading shipping companies, first class ship builders and related companies have confirmed their attendance at this excellent summit. Senior officers from government agencies like the Maritime Safety Administration of the People's Republic of China, the China Shipowners' Association, the Shanghai Shipping Exchange, Dalian Maritime University and high level executives from world- leading shipping companies like OOCL, Yang Ming Line, MOL, Danaos, Euronav, Arabic United will all join the summit as speakers and deliver exciting presentations to share their diverse experiences with all in attendance.

There is no way to know what the economy will look like then. But it is certain that the world of shipping technology will continue to experience innovation, continue to advance and continue to generate enough new ideas and products to make it worth the time and money to attend this 2010 event. If you've attended before, you already know that this is the most dynamic annual shipping technology summit in Asia!

For more information please visit the conference website: http://www.shippingtech.com .

(1) Global Leaders Institute: is the world's leading provider of business information. It creates, produces and manages high-level international summits catered for key industries, which focus on high end-markets around the world.

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.

CINEC: Catering to global maritime and industrial market

Source: Sunday Times

Colombo International Nautical and Engineering College (CINEC), is the largest Maritime Education & Training Facility registered to operate under the board of investment (BOI), approved by the Directorate of Merchant Shipping of the Ministry of Ports and Aviation of the Democratic Socialist Republic of Sri Lanka.
Popularly known as Cinec Maritime Campus, located in the picturesque IT-Park, at Millennium Drive, Malabe, CINEC was the first Education and Training Institution in Sri Lanka to be certified to BS EN ISO 9002: 1994 Quality Management Standards, established and maintained since 1996.

Three Generations of Quality Management.
The organization was showered and fed with three generations of quality management - ISO9002:1994 - ISO 9001:2000 -and ISO 9001:2008 - a culture that is incomparable to the strongest competitor if there is one. Our total commitment to quality education and training was recognised as a recipient of the prestigious National Quality Award (NQA), for being the best service organisation in Sri Lanka in 1999.

CINEC was adjudged the best Education and Training facility, in the island, and bestowed with the prestigious National Quality Award, for the second five year term in succession, in the year 2004.
Customers, Ship Owners, Ship Crew Managers and Employers of our alumni have always been supportive of our quest for excellence in Maritime Education and Training. CINEC offers an unparalleled learning experience to students and continue to be a reliable corporate partner for quality human resources.

Having established in 1990, 20years of continual improvement and development of CINEC is the result of the absolute commitment, dedication and untiring efforts of our faculty. Without them our intention of becoming one of the best Maritime training facilities in the world would have been a distant dream. Top management at CINEC firmly believes that talents and dedication of both our academic and non-academic staff are the foundation for our growth and success.

CINEC Maritime Campus comprises four Faculties.
Faculty of Maritime Sciences
Faculty of Marine Engineering
Faculty of Commercial Sciences
Faculty of Engineering Sciences

Cinec Maritime Campus offers education and training programmes from Ratings and Cadets right up to Chief Engineer, and Master Mariners (Ship's Command), Electrical, Electronic, and Control Engineering, Maritime Electronics, and Radio Communication, BSc degree programmes in International Transportations Management and Logistics, BSc in Maritime sciences, BSc in Marine Engineering Sciences, Diploma and Certificate courses in Logistics and Transportation, Safety and Survival Training, Bachelor of Engineering Degree Programmes in Electrical and Mechatronic Engineering, Electronics and Micro-engineering, Telecommunications, Computer Systems Engineering, Electronics, and Communications. International Computer Driving Licence (ICDL) Asia Pacific, Computer aided learning for school teachers and the University of Cambridge Diploma Programmes, Maritime English, and communication skills, diving emergencies, working in buddy systems, underwater welding and cutting technology, and horizontal vertical and overhead welding techniques.

Simulators
State-of-the-art Bridge Simulator upgraded to Transas Navi- Trainer Professional 4000 with high quality photo textured visualization, improved to 270 degree vision. Engine Room Simulator upgraded to full mission Transas ERS 4000.

Liquid Cargo Handling Simulator with ARI Multimodal 2004 Advanced. The Bridge simulator, the full mission Engine simulator, GMDSS Radio Communication simulator, and the Liquid cargo handling simulators provide seamless, integrated and more realistic education and training capabilities.
Our Officer Cadet Trainees are taught Meditation, Swimming, Yoga, 5S Concepts, and Ballroom and Latin American Dancing, adding value to training to produce a Distinctive Brand "CINEC CADETS".
CINEC is probably the only Maritime Educational Institution / facility in the world to be accredited to ISO 9001:2000 Quality Management System Standard, being upgraded to ISO 9001:2008 version; ISO 14001:2004 Environmental Management System Standard, OHSAS 18001:2007 Occupational Health and Safety Management system; and DNV Standard for Maritime Academies and 5S Concepts.

CINEC is probably the only such institution in the world to be concurrently certificated to FOUR Internationally recognised management systems.
In order to preserve improved quality standards, and maintain exceptional delivery capabilities, our faculty comprises of professionally qualified, highly experienced specialised staff.

The TOP Management at CINEC believes in developing a corporate culture within a framework of professional ethics. From inception CINEC has given priority to the quality of training programmes, to ensure customer satisfaction. With a team of well-informed Quality Improvement Steering Group (QISG), it has never been a difficult task to be ahead of significant developments in the field of Maritime and Industrial world.

Moulded by four Management Systems, we believe that we provide a culture and an environment rich with quality, health and safety, for the benefit of the students and the staff.

Our Vision
"To demonstrate the ability to develop worthy and productive men and women by facilitating quality education and training leading to gainful employment"
The introduction of state-of-the-art simulators and other modern and sophisticated training equipment in the curriculum provides trainees, both local and foreign, the necessary exposure in a conducive environment to build confidence to be competent in their respective fields of operation on board modern ships.

The relationship between CINEC and its customers is fostered on trust and loyalty arising out of our reputation of being able to offer quality education and training which results in customers' delight.
CINEC is considered to be superior, as we cater to the ever-growing needs and demands of the global maritime and industrial market, with the realization of organizational strategic challenges, which leaves the strongest competitor oblivious.

CINEC IS AN ACCIDENT FREE,
HAZADOUS CHEMICAL FREE,
ENVIRONMENTALLY FRIENDLY,
WHEEL CHAIR FRIENDLY,
LIQUOR AND SMOKING FREE
OUTSTANDING SUPERIOR EDUCATIONAL INSTITUTION MANAGED TO HIGHEST QUALITY STANDARDS.

Ranjana T.De S.G.Punchihewa.
Management Representative since 1998 Dean of Faculty of Marine ECinec Maritime Campus.

ASEAN port officials discuss climate change in Singapore

Source: Baird

Port representatives from the Association of South East Asian Nations (ASEAN) met in Singapore on December 1 to discuss the issue of climate change and its probable damage to water salinity.

In his opening address chief executive of Singapore’s Maritime Port Authority (MPA) Lam Yi Young touched on consolidating the spirit of cooperation in tackling issues concerning port operators.

After the meeting, one representative at the ASEAN Port Association (APA) told Baird Maritime that tentative steps would be taken to grade water in port environs via a system of indexing.

The APA conference is an annual event that brings together port officials from the ASEAN region.

Jaya Prakash

Desaparecen 11 marineros en Estrecho de Taiwan por tifón Parma

Fuente: China Org

Tres marineros fueron rescatados y 11 más desaparecieron hoy luego de que su barco se hundió en el Estrecho de Taiwan a causa de que el tifón Parma está agitando las aguas.

El capitán de Myanmar del barco de carga panameño "Silver Sea" fue rescatado alrededor de las 08:30 horas de hoy por el Centro de Búsqueda y Rescate Marítimo de la ciudad de Xiamen, provincia oriental china de Fujian. Fue enviado por helicóptero a un hospital de Xiamen. Dos marineros de Indonesia fueron rescatados por socorristas de Taiwan, informó la Administración de Seguridad Marítima de Xiamen.

El barco se hundió alrededor de las 16:00 horas de ayer domingo a 50 millas marítimas al sureste de la isla de Dongshan, añadió la administración.

Equipos de emergencia de la parte continental china, Hong Kong y Taiwan han participado en el rescate.

La búsqueda de 11 marineros desaparecidos continúa. De entre ellos, nueve son de Indonesia y dos son chinos.

Las fuertes olas y el mal clima podrían alejar más a los marineros del sitio del accidente, haciendo más difícil el rescate, indica la administración. Fin

Cementerio de barcos y hombres

Fuente: El País

Cuando los grandes buques realizan su último viaje, ponen rumbo a playas del sur de Asia. Allí, miles de hombres arriesgan su vida para desmantelar a los colosos con sus propias manos.

Toda dimensión humana se pierde. Personas diminutas caminan entre cientos de colosos de acero que están varados en la playa. Algunos sólo parecen descansar, otros ya están siendo diseccionados y exponen sus vísceras metálicas al aire. Son los barcos cargueros, superpetroleros y cruceros de pasajeros que han surcado los océanos. Han terminado su vida útil y han hecho su último viaje hasta estas playas del sur de Asia. Los buques -algunos tan grandes que tienen más de 300 metros de longitud- son embarrancados contra la playa. Entonces, cientos de trabajadores, que parecen sólo un enjambre de insectos comparados con los leviatanes, llegan por el preciado esqueleto, que está constituido por miles de toneladas de acero.

Primero se recuperan los objetos valiosos de dentro del barco y se quitan los motores. Después, los trabajadores más altos en la jerarquía, los cortadores, separan con un soplete trozos del cadáver del titán. Los restos más grandes son arrastrados hacia la arena con ayuda de cables y los cabrestantes que los barcos usaban en alta mar para levar sus anclas. Sopletes y grúas son la única tecnología usada en el proceso.

Los trabajadores acarrean en sus hombros las planchas de acero, pesadísimas y a veces todavía calientes por los cortes. Con caras curtidas por la resignación de una vida sin futuro, se mueven como autómatas. Con un calor sofocante, caminan entre las moles de acero lo más lentamente posible, pero sin parar para no irritar a los capataces que se esconden bajo sombrillas. Los obreros llevan estos trozos de esqueleto metálico a los camiones que los transportarán a las plantas que harán de ellos varillas para la construcción. Así pasan hasta 16 horas al día.

Hay muchos riesgos de accidentes, como la explosión que a Prakash Sing le dejó una cicatriz en la cara. "Es una vida horrible. Tal vez hubiera tenido más suerte si hubiera muerto en vez de seguir viviendo en estas condiciones", lamenta. La muerte es una visita frecuente. Él cree haber visto morir a más de 200 personas -incluidos varios amigos-. Por ello, las placas que se ven constantemente por los desguazaderos provocan asco: "La seguridad es lo primero", rezan.

Muchos de estos obreros, a los que la piel se les pega en los huesos, van descalzos y sin mucha más ropa que una simple tela amarrada a su cintura a modo de falda llamada dhoti. Algunos de ellos son sólo niños: en Bangladesh, hasta una quinta parte podrían ser menores de 15 años, según un informe reciente de varias ONG.

Este método para desmantelar barcos de los países del sur de Asia es conocido en inglés como beaching, por que se hace directamente en la playa. "Es el más barato económicamente, pero, a la vez, el más costoso para las vidas y para el medio ambiente", denuncia Jim Puckett, director de la ONG BAN, que aboga por la aplicación del Convenio de Basilea, que prohíbe la exportación de residuos peligrosos a países pobres.

Los dueños de los buques, la mayoría de los países ricos, están "externalizando sus costos": evadiendo su responsabilidad de pagar por tratar apropiadamente las sustancias tóxicas que contienen. Con el desmantelamiento en la playa es imposible evitar que los residuos queden en las costas. La absoluta mayoría de toneladas y toneladas de desechos de cada barco no es correctamente tratada o es quemada a cielo abierto. Además, están exponiendo a estos trabajadores a la muerte, por accidentes o por contacto con sustancias peligrosas. "Es un acto criminal", repite incansablemente Puckett. Por ello, las ONG piden por todos los medios que los desguazaderos se vayan "fuera de la playa".

Ahora están muy dentro: a los cementerios de barcos en las playas de la India y Bangladesh llega más del 80% de los buques que dejan de cruzar los mares cada año. En 2008 fueron 456, según el informe de la ONG Robin des Bois; de ellos, 194 en la India y 182 en Bangladesh. Y es que exportar desechos tóxicos a estos países es un buen negocio. Aun con la bajada de los precios de los metales, los dueños de los buques reciben -según precios de julio- entre 250 y 300 dólares por tonelada de buque vacío. Una buena cantidad si se multiplica por los entre 5.000 y 40.000 toneladas que pesa un barco y si se toma en cuenta que se están evadiendo los costes de deshacerse correctamente de los materiales peligrosos.

Los dueños de los desguazaderos también ganan con la venta del acero, que va sobre todo a la construcción. Bangladesh obtiene así hasta el 80% de su acero, y la India, el 15%. Los Gobiernos de estos países ganan de los impuestos. Además, hay todo un mercado de segunda mano con todo lo que viene en los barcos, que son verdaderos edificios flotantes. Cerca de las playas se extienden por kilómetros tiendas que venden desde chalecos salvavidas, lanchas inflables, equipos de submarinismo, hasta timones, escotillas, brújulas o GPS. También se consiguen las cocinas o las sábanas, toallas y vajillas de los cruceros aún con el nombre impreso.

Todo el mundo gana: a excepción de los trabajadores y del medio ambiente. "La industria de desguazar barcos ha ido cambiando de países siempre con un patrón: cada vez a países menos desarrollados en donde pagan menos sueldo, existe menos organización y protección laboral, así como leyes más laxas de protección del ambiente", explica Federico Demaria, que estudia los desguazaderos de la India como parte de su doctorado en Economía Ecológica en la Universidad Autónoma de Barcelona.

La industria de desguazar barcos se desarrolló en Estados Unidos, Reino Unido y Japón durante la II Guerra Mundial debido al gran número de barcos dañados. En los sesenta se fue a los países menos industrializados de ese entonces, como España, Italia y Turquía. En los setenta se estableció en Asia, en Taiwan y Corea del Sur. A principio de los ochenta floreció en China, donde ha ido menguando para tomar fuerza en Bangladesh, la India y Pakistán.

El Parlamento Europeo condenó este año el desmantelamiento de los barcos en las playas. El año pasado, un 39% de los barcos que se desguazaron ondeaba una bandera europea o de los miembros de la Asociación Europea de Libre Comercio (EFTA, por sus siglas en inglés), según la ONG Robin des Bois. "A pesar del trabajo de la Comisión Europea de definir su papel verde en mejores prácticas de desmantelación de barcos, los dueños de barcos no parecen estar interesados en las condiciones de trabajo, seguridad y medio ambiente en los desguazaderos de Asia", denuncian.

España no es la excepción: en lo que va de año, esta ONG ha detectado siete buques con bandera española o con dueños españoles que han sido desmantelados en las costas del sur de Asia. Sin contar los que han cambiado de bandera o los que su último puerto fue España. Todos lo hacen de manera silenciosa. Aunque en 2007 el ferry Beni Ansar demostró la tozudez de la ley del mar. Aunque el Ministerio de Medio Ambiente intentó evitar el desguace de este ferry reteniéndolo en Almería, el barco escapó con engaños de que sería reparado en Rumania. Terminó sus días a manos de trabajadores indios. Y sus residuos tóxicos, en el Índico.

El de Beni Ansar, que en tres meses cambió de nombre y de bandera cinco veces, es un ejemplo clásico de cómo los barcos logran evadir los convenios internacionales. Aunque según Basilea está prohibido exportar residuos, los navieros han tomado la excusa de que un barco que se mueve por sí mismo no es basura. "En aguas internacionales es muy fácil esquivar responsabilidades: se sale de los puertos diciendo que van por reparaciones, los venden a dueños más pequeños, cambian la bandera, el seguro y toda la información para no poder ser rastreados". Así explica cómo tantos barcos llegan a estos desguazaderos Ingvild Jenssen, directora de Platform on Shipbreaking, una coalición global de ONG que trabaja en este problema.

Las banderas de conveniencia -de países diferentes a la residencia de los dueños- son especialmente útiles para los barcos que van a hacer su último viaje. Por ejemplo, hay demasiados barcos que van a "morir" bajo las banderas de Mongolia (que no tiene costa), Tuvalu (una isla polinesia de 26 kilómetros cuadrados) o San Cristóbal y Nieves (el país más pequeño del continente americano, en las Antillas). Estas banderas incluso ofrecen descuentos para registrar a los barcos que van a dejar de existir.

"Los países occidentales, sobre todo Europa, deberían ser juzgados por la complicidad e indulgencia de poner en peligro las vidas de los trabajadores y el medio ambiente de Alang y Chittagong", acusa Gopal Krishna, que ha hecho varias peticiones ante el Tribunal Supremo en la India para detener barcos contaminados.

"Arriesgo mi vida por 14 rupias [20 céntimos de euro] cada hora", cuenta Hari Narain, que trabaja separando partes de los motores de los barcos en Alang, en la costa oeste de la India, en el Estado de Gujarat. En cualquier momento puede haber una explosión, dice. "Temo cada segundo de mi jornada: sé que puedo morir y dejar a mi hija recién nacida desprotegida", asegura. Y su miedo tiene fundamento: la Organización Internacional del Trabajo (OIT) reconoce que ésta es una de las ocupaciones más peligrosas del mundo.

Justo en las últimas semanas, en los desguazaderos tres explosiones han dejado ocho muertos y cuatro hombres terriblemente quemados en la India Y Bangladesh. En las tuberías de los barcos quedan muchas veces residuos de combustibles que estallan al ser cortados con soplete. Pero hay muchos otros riesgos: de asfixia en los espacios confinados o de que se rompan los cables que se utilizan para tirar los trozos de metal hacia la arena. Cuando se rompen, lo hacen con tanta fuerza que pueden cortar la pierna de un hombre o matarlo.

Los obreros también han caído a veces de las decenas de metros de altura que tienen los buques o han muerto aplastados por los trozos de acero que se desploman. Otro accidente menos aparatoso, pero del día a día, es lastimarse los pies con los metales cortantes que están en la playa. La exposición a materiales peligrosos, como amianto o metales pesados, les va causando enfermedades silenciosas.

A nadie le importa esta gente, denuncian los activistas. Se sabe que mueren cientos, pero no hay ningún estudio fiable u oficial de las muertes o accidentes en los cementerios de barcos: a los dueños de los desguazaderos les conviene esconderlos. No llevan registro de cuántas personas hay en cada lugar y muchos de ellos son migrantes. "Hay una tendencia de esconder los cadáveres, mandándolos cuanto antes a su casa, enterrándolos urgentemente, y antes incluso los tiraban al mar", cuenta Muhammed Ali, reconocido activista de Bangladesh.

Unos 40.000 hombres trabajan en los desguazaderos de la India y 25.000 en los de Bangladesh. Su miseria es lacerante, incluso si se compara con parámetros de esos países. A pocos metros de los desguazaderos en la India hay un poblado chabolista donde viven. Cientos de personas comen, se bañan y defecan en la calle.

Vinod Chaudry se avergüenza de que no tiene nada que dar a los visitantes. En su casa, un cuarto de tres por tres metros hecho con retazos desiguales de barcos, no hay nada. Ni luz, ni electricidad, ni agua corriente, ni desagüe. En el vil suelo de tierra sólo se ven un par de platos -para cinco personas-, un litro de aceite a medio acabar y un tomate. En la noche, sólo un plástico extendido será su "cama".

Como la gran mayoría de sus compañeros, Vinod ha emigrado de otro Estado más pobre a trabajar aquí. La única recompensa es la sobrevivencia: en su lugar de origen ganaba aún menos dinero. "Sufrimos mucho, en condiciones terribles, pero ¿qué podemos hacer?", dice. Al menos, él vive con su familia, porque la mayoría la tiene que dejar en su pueblo. Si se permitiera tener un anhelo sería que su hijo de 12 años siguiera estudiando. Pero es imposible. Allí sólo hay una escuela primaria y el dinero que necesitaría para mandarlo fuera no puede ni imaginarlo. El ambiente es de desolación, recuerda a la vida de los mineros de Germinal de Émile Zola.

En la India tienen un sindicato -en Bangladesh, ni eso-, pero afirman que no se atreverían a organizarse para pedir un sueldo fijo. La policía vendría a apalearlos por orden de los dueños de los desguazaderos. Viven con la constante amenaza de ser despedidos y aunque ganan una miseria, que va entre 1 y 3,2 euros al día, su vida depende de ella. "Este dinero no sirve ni para un solo hombre, menos para una familia", cuenta Vinod, que, como todos los trabajadores, sólo acepta dar su testimonio si no se pone su nombre real ni en qué desguazadero trabaja.

Muy poca gente se atreve a criticar a los desguazaderos. El investigador del medio ambiente Gopal Khrisna asegura que sus dueños han ido amedrentando a los activistas. Las playas están cerradas a todo escrutinio público, especialmente para la prensa, y Krishna advierte a la periodista y al fotógrafo de que tengan siempre las maletas hechas "en caso de tener que salir corriendo".

"Las condiciones son de explotación. Las facilidades médicas son insuficientes e inadecuadas. Sólo en algunos desguazaderos se les da equipo y, en todo caso, es muy básico e insuficiente. En ningún caso se proteje contra el amianto", explica el director ejecutivo de la Federación Internacional de Trabajadores de las Industrias Metalúrgicas (IMF), Rob Johnston. Las compensaciones por muerte o accidente no se dan completas, si se dan. Aun así, la industria apela que, al final, los desguazaderos significan empleo para miles de personas.

"Esta gente tiene trabajo y la paga está de acuerdo con los salarios de la región: tristemente, las condiciones son las mismas en toda la India", argumenta Pravin S. Nagarsheth, el dueño de un desguazadero y muy influyente en la India, pues fue el presidente de la Asociación de Desmanteladores de Barcos. Aunque es muy elocuente cuando recuerda orgulloso que fue uno de los "pioneros" que trajo la industria al sur de Asia, calla cuando se le pregunta si ha visto cómo viven los trabajadores.

El inquieto anciano defiende su industria porque es "necesaria para el medio ambiente. Cuando un barco queda en desuso, no hay opción: hay que desmantelarlo o hundirlo en el océano, lo que contaminaría más". Aunque reconoce que el manejo adecuado de materiales tóxicos no puede hacerse en la playa. "Los bastardos de la Unión Europea no quieren responsabilidad para nada: ellos deberían exigir a los dueños que limpien los barcos antes de enviarlos a desmantelar".

En las playas, entre los cadáveres de los barcos, un insistente olor a petróleo pica la nariz, y no es raro tropezar con tuercas con la circunferencia del tamaño de una pelota de fútbol o hélices del doble de alto que un hombre. Aquí quedan las toneladas y toneladas de residuos que llegan con los buques. Por ejemplo, alguno podría tener hasta 100 toneladas de pintura, que contienen plomo, cadmio y arsénico. Los petroleros tienen, además, 1.000 metros cúbicos de petróleo residual, que han ido dejando negra la arena.

"Nada de los tóxicos es manejado correctamente. Se escapan, o se tiran al mar o a las costas, o se queman sin control. Algunos materiales incluso van al mercado de segunda mano", explica la directora de Platform on Shipbreaking. En la India, el amianto se usa para fabricar unas cocinas que se pueden comprar en la calle. En Bangladesh se revende a los fabricantes de muebles o constructores, y los aceites y el petróleo, a las ladrilleras, explica el responsable de la coalición en ese país.

Este desastre ambiental y humano no cesará, al menos, en los próximos años. Y, además, hay un gran debate de si alguna vez lo hará. Una convención acordada en mayo por la Organización Marítima Internacional (IMO), agencia de la ONU, pedirá a sus firmantes que el exportador haga un inventario de los residuos tóxicos y que el receptor cumpla con las instalaciones adecuadas.

Pero no prohíbe ni condena el desmantelamiento en las playas. "Es la práctica que predomina en una industria que da una solución a los barcos que terminan su vida y, además, trabajo a decenas de miles de trabajadores", dice la portavoz de la IMO, Natasha Brown. Asegura que se debe operar con lo que es "práctico y realista".

Los activistas condenan esta convención como "un chiste: designado por la industria naviera para continuar enviando su basura a otros lugares", dice el representante de la ONG BAN. La implementación dependería de países como Bangladesh o Tuvalu. Temen que termine suplantando la idea del convenio de Basilea, donde el desecho adecuado de los residuos es responsabilidad del contaminador.

Por ahora, cada vez más buques viejos siguen llegando a las playas. Con la crisis económica y la bajada de los fletes, sus dueños prefieren venderlos. Los desguazaderos están rebosantes: no se alcanza a ver el final de los barcos, uno tras otros formando un skyline de más de 10 kilómetros. Al menos 200 barcos en la India y 70 en Bangladesh. A unos cientos de metros de la playa, otros buques hacen cola esperando su final.

PEMEX se gasta la dolariza alquilando o comprando barcos!

Será cuatro embarcaciones las que sean reparadas en los Astilleros de este puerto, por lo que con esto se espera reactivar ese sector que tiene un rezago de por lo menos 20 años, dijo a NOTIVER el secretario general del Sindicato de Astilleros Navales, Juan José Domínguez García

* No quiere ni traerlos a que le den una manita de gato en el Astillero

Fuente: Notiver

Por Ignacio Contreras Santiago
Reportero de NOTIVER

Será cuatro embarcaciones las que sean reparadas en los Astilleros de este puerto, por lo que con esto se espera reactivar ese sector que tiene un rezago de por lo menos 20 años, dijo a NOTIVER el secretario general del Sindicato de Astilleros Navales, Juan José Domínguez García

Indicó que la firma del contrato para la reparación de cuatro embarcaciones reactivará la industria naval en Veracruz, luego que el astillero en el puerto se encuentra con una desocupación de un 50 por ciento.

El secretario general del Sindicato, Juan José Domínguez García, informó que las obras de reparación servirá para dar empleo a personal que no tenía trabajo en los TNG.

No obstante la difícil situación de la empresa, el líder del gremio, rechazó que vayan a darse cierre y despido de personal al igual que ha ocurrido en otros lugares del país.

Dijo que no hay proyectos de reactivar la construcción de embarcaciones porque Petróleos Mexicanos en vez de mandar a construir barcos a han optado por alquilarlos o adquirirlos en el extranjero.

Indicó que se trabaja en cuanto a que PEMEX tome en cuenta los contratos para la reparación de buques hasta el momento no se han llevado trabajos durante este año en el astillero, dijo.

Worldwide seafarers shortage to double by '11

Source: The Nation

KARACHI - There is a shortage of 10,000 seafarers all over the world which will increase up to 30,000 by 2011, while Pakistan is only producing 100 seafarers a year and unable to attract entrants to the shipping industry, the Nation learnt.

It is learnt that today Pakistan has some 20,000 mariners, who are sailing on foreign vessels remitting about $70 million as Pakistan National Shipping Corporation is left with 11 ships in public sector, out of which 10 are 28 years old.

Pakistan Marine Academy (PMA) produces only 100 cadets a year and Maritime Training Institute is also not contributing enough.

The current officer shortfall of 10,000 is rising to 27,000 by 2015, while Drewry estimates officer shortfall at 34,000 against 498,000 total, rising to 83,900 by 2012 assuming current supply levels and fleet growth at 17 per cent.

While commenting on the issue, Member Board of Governor World Maritime University, Malmao, Sweden, Capt Anwar Shah said that International Maritime Organisation has launched go to sea programme, but we are in deep slumber.

We could earn $0.5 billion by training our human resource as India is earning $1 billion and Philippine is pocketing a revenue of $3 billion from seafarers remittance, he added.

He said that the PNSC could turn one of its old ships to Maritime Floating Institute to initially train cadet officers preferably in nautical faculty and subsequently engineering cadets, and the vessel may be moored at Karachi, Port Qasim, or at Gizri Creek being exempted from port dues.

Petrolero taiwanés arde en el estrecho de Malacca tras una colisión

Fuente: AFP

KUALA LUMPUR — Un petrolero taiwanés arde en el estrecho de Malacca, entre Malasia y la isla indonesia de Sumatra, tras una colisión con un carguero griego, indicó el miércoles la policía malasia añadiendo que nueve miembros de la tripulación del buque en llamas están desaparecidas.

"Socorrimos a 16 miembros de la tripulación, en su mayoría de nacionalidad china", declaró Rizal Ramli, jefe de la policía marítima del Puerto Dickson, situado al sur de Kuala Lumpur.

"El 'Formosa Product Brick' está en llamas y da de banda sobre la derecha. Tememos que se hunda", agregó.

Dos de nueve miembros de la tripulación desaparecidos son de nacionalidad taiwanesa, añadió Ramli.

Según la policía marítima, los dos buques se dirigían hacia Singapur cuando chocaron.

Los accidentes en el estrecho de Malacca, una de las rutas marítimas más frecuentadas del mundo, son raros.

Vietnamese PM ratifies ASEAN-China maritime transport agreement

Source: Xinhuanet

HANOI, June 19 (Xinhua) -- Vietnamese Prime Minister Nguyen Tan Dung adopted the maritime transport agreement between member countries of the Association of Southeast Asian Nations (ASEAN) and China, the Vietnam News Agency reported Friday.

The agreement aims to facilitate and foster cooperation in passenger and cargo transport by sea among the signatories. It was signed by Transport Ministers of member countries of the ASEAN and China in Singapore in October 2007, according to the report.

The ASEAN-China maritime transport agreement will take effect once ratified by all the ASEAN member countries and China.

Vietnamese PM ratifies ASEAN-China maritime transport agreement

Source: Xinhuanet

HANOI, June 19 (Xinhua) -- Vietnamese Prime Minister Nguyen Tan Dung adopted the maritime transport agreement between member countries of the Association of Southeast Asian Nations (ASEAN) and China, the Vietnam News Agency reported Friday.

The agreement aims to facilitate and foster cooperation in passenger and cargo transport by sea among the signatories. It was signed by Transport Ministers of member countries of the ASEAN and China in Singapore in October 2007, according to the report.

The ASEAN-China maritime transport agreement will take effect once ratified by all the ASEAN member countries and China.

Maritime Asia and the Future of a Northeast Asia Community

Maritime Asia and the Future of a Northeast Asia Community

Source: Japan Focus
Wada Haruki

Translated by Kyoko Selden

I Transcending National Boundaries

We are now facing a critical situation. Not just Japan, but the world as a whole is in crisis. With America at the center, globalization is racing ahead, but there are also strong countercurrents with nationalism becoming stronger in various places. In the midst of war and terror, the threat of global warming is becoming clear to all. In this world, I believe that we should advance toward regionalism. In 2003 I hoisted this flag in a book entitled The Common House of Northeast Asia — Declaration of a New Regionalism (東北アジア共同の家-新地域主義宣言) published by Heibonsha.

We cannot live by denying the existence of states (kokka　国家). However, it is necessary to relativize the nation state and to transcend state boundaries. This means that even as we belong to a state, we belong to a region and to the world. In 2006 Karatani Kōjin wrote a book called Toward the World Republic (Iwanami Shinsho). But this proposal to go beyond states and aim toward a world republic is more dangerous than promising. If we think about the socialist Soviet Russia that came to an end, it was precisely aiming at a single world state. To turn humanity into a single state would require colossal violence. Moreover, the goal is unachievable. I think of the future of humanity as a league of regional communities (chiiki kyōdōtai 地域共同体). It can be said that regionalism is our utopia.　

The idea of regionalism existed in the past. Japan has a failed history of trying to put regionalism into practice. The Greater East Union of Nations (Daitōgappō ron　大東合邦論) of Tarui Tōkichi, who proposed a great united nation of the countries of Asian yellow peoples (Ajia ōjin-koku no ichidai renpō　アジア黄人国の一大連邦), ended in Japan’s annexation of Korea. Out of the Manchurian Incident, Ishihara Kanji’s idea of an East Asian League (Tō-A Renmei 東亜連盟) was created. Amidst the Sino-Japanese War, the theory of an East Asia Community (Tō-A Kyōdōtai 東亜協同体) (1938) was proposed by Rōyama Masamichi, who called for a regional economy of Japan, China and Manchuria. When these ideas reached a dead end, the concept of a Greater East Asia Co-Prosperity Sphere (Dai-Tō-A Kyōei-ken　大東亜共栄圏 ) was born. This was one with the Greater East Asia War. The practice of regionalism was a billboard that covered aggression. So, with Japan’s surrender, regionalism too came to be forgotten.

After experiencing the nation’s defeat and the Korean War, Japanese people came to oppose the military. But at the same time, they depended on the United States. After the Asia Pacific War, Asian peoples embarked on wars between communists and anti-communists. So in that period, regionalism could exist only as an anti-communist alliance and a military bloc of Northeast Asia. From that perspective, too, the Japanese people rejected regionalism.

However, in the late 1980s, the Cold War and state socialism ended, and in the 1990s new conditions were created in East Asia: China’s economic development and South Korea’s democratization were remarkable, while North Korea experienced a crisis. At this point, interest in regionalism emerged afresh.

ASEAN in 1997 invited China, South Korea and Japan to join a summit conference of ASEAN +3 out of which was born an East Asia Vision group. In 2001 it submitted a report called “We hope to create an East Asian Community (Kyōdōtai 共同体) for peace, prosperity and progress.” ASEAN leaders supported that dream-like concept and in 2005 an East Asia Summit was held. However, Japan and China were in conflict about who should participate. The US, which was not invited, was dissatisfied, so the process has not been proceeding smoothly.



Map of ASEAN +3


On the other hand, Northeast Asia has been strongly coming to the fore. In February 2003 South Korean Pres. Roh Moo-hyun, in his inaugural speech, talked about the advent of a new era of Northeast Asia and stated that a community of regional peace and prosperity is his dream, surprising the Korean people. However, in August of that year, the Six-Party Talks for halting North Korean nuclear development began and, after much agonizing, in September 2005, the fourth round of talks issued a joint communiqué. In that communiqué, along with a solution to nuclear problems, “the six parties pledged to make joint efforts for long lasting peace and stability in the Northeast Asia region” and “agreed to continue to support measures to promote cooperative security throughout Northeast Asia”.

The six parties referred to China, South Korea, North Korea, Russia, the United States and Japan. In fact, in 1990, when I proposed in Seoul the construction of the Northeast Asian People’s House of Cohabitation (Tōhoku Ajia jinrui kyōsei no ie 東北アジア人類共生の家), I called for the participation of these six countries.



Wada’s map outlining his conception of Northeast Asia: Hawaii (left) and Alaska (below)


Since 1995 I have been calling this the Common House of Northeast Asia (Tōhoku Ajia kyōdo no ie　東北アジア共同の家). The concept in which steps toward regional community begin from cooperation in peace and security is no longer a mere dream. It is a goal that the governments of the six countries pledge.



An Asia-centered Mercator projection of the world


II Without Reconciliation There Can Be No Communal Life (Kyōsei 共生)

Those who think seriously about Northeast Asia Community (kyōdōtai 共同体) have no choice but to directly confront the area’s special character. Its character is one of successive wars for 80 years from 1894 to 1975.

No area anywhere in the world is so smeared with war (sensō mamire 戦争まみれ). Thus it won’t suffice that this area is simply at peace. In the absence of reconciliation, the area cannot live together.

The first fifty years of the eighty-year period was characterized by Japanese wars. The Sino-Japanese War of 1894-5, from the perspective of the issues contested and the battlefield can be called the first Korean War. Japan launched the Russo-Japanese War that followed in 1905 in order to force Russia to recognize Japanese rule of Korea. As a result of the war, Japan succeeded in making Korea a protectorate, then annexed it, and finally colonized it. In China, from the Manchurian Incident of 1931, Japan made war in China and elsewhere for fifteen years. Japan fought Russia in the Siberian War of 1918 with the dispatch of soldiers, again in the Nomonhon Incident of 1939, and then in the Russo-Japanese War in August 1945. With the US, Japan fought the ‘Greater East Asia War.’



The First Sino-Japanese War fought in Korea in a contemporary Japanese woodblock print


Indeed, for half a century, Japan fought once or more than once with all neighboring countries to the West, North and East. Japan was always the attacker, and in the majority of cases, Japan was the aggressor. Those who were attacked and invaded were left with ineradicable scars and indelible pain. The murder of empress Myeonseong, the Port Arthur Incident and Tsushima Incident, and the Eulsa Treaty of 1905 making Korea a Japanese protectorate, Japan’s repression of the March 1, 1919 Korean movement, the Marco Polo Bridge Incident in China in 1937, the Nanjing Massacre, and the Comfort Women, Pearl Harbor—these can never be forgotten.



The Geoncheonggung Residence in the Gyeongbok Palace, the site of the murder of Empress Myeonseong, was reopened in 2007 for the first time in 98 years


Of course, on the Japanese side, too, there are indelible memories such as the Tokyo air raids, the Battle of Okinawa, and the Hiroshima and Nagasaki atomic bombings.

When the war ended on August 15, 1945, the Japanese military was dismantled, the emperor was stripped of military command, and Japan came to live under Article 9. However, the fact that Japan’s war ended did not mean that the era of war in the area came to an end. Immediately, civil war began in China between Guomindang and Communist forces and this lasted until 1949. In Indochina, too, the Vietminh of Ho Chi Minh fought the French.

In 1950 the Korean War began. The two states born in the South and the North, occupied separately by the United States and the Soviet Union, fought to achieve unification. But both sides failed to achieve reunification. The war became a US-China war fought on Korean soil. The Korean War achieved a moratorium in 1953, but did not go beyond that to sign a peace treaty. The Indochina War ended, but in 1960 Vietnam became anew the main theatre in the struggle between Communists and US-supported anti-Communists.

South Korea participated in this war and continued to fight for ten years. North Korea, too, dispatched air force pilots. The US conducted the most cruel operations, producing large numbers of deformed children through the use of Agent Orange.

Japan did not fight in these wars, but it supported the US and profited from them. The thirty-year war in Japan’s neighborhood, involving national communism versus anti-communists and the US, ended for the US in Vietnam in 1975.

Dreadful memories of the eighty-year war and pains that continue today still tear apart the peoples of these areas. Assailants have to apologize, and the sorrow and pain of the victims have to be healed. Damages that can be rectified should be compensated, hatred must be conquered, and forgiveness given.

Throughout the thirty-year war, Japan was unable to criticize itself and apologize for its own wars. In 1972, the 27th year after the war, Japan expressed self-reflection (hansei 反省) to the Chinese people over the damage it had wrought by the war.

In 1995 the fiftieth year since the war, Japan’s Prime Minister Murayama spoke of self-reflection and apology for the fact that Japan had inflicted damage and pain by colonial rule and aggression. Concerning comfort women issues, in 1993, Chief Cabinet Secretary Kōno expressed reflection and apology.

In this, I think Japan made the minimum apologies that could become the basis for seeking reconciliation with the various countries in the area.

Of course, it is necessary to deepen and put soul into this. In 2007, debate over whether to really hew to the Murayama and Kõno statements became the moment for Prime Minister Abe Shinzō to resign. The anger of the Okinawan people shattered the attempt to erase the truth of the Okinawan War from Japanese textbooks.

On the other hand, the US has not yet apologized thirty-two years after the Vietnam War. Naturally, no compensation is being given to the victims of Agent Orange.

As for the Korean War, whether the moratorium can shift to a peaceful order (heiwa taisei 平和体制) has become an issue in the Six-Party Talks.

The people of this region that was at war for eighty years aspire to total reconciliation. Only when everyone begins to walk in this direction will progress toward a common house for Northeast Asia be possible. The passion for reconciliation is an identity that unites this area.

III Toward a Cooperative Body (kyōryoku tai　協力体) Through Joining Hands (renkei 連携) in the Islands

Northeast Asian countries are extremely diverse and heterogeneous historically, politically, economically and culturally. Three countries have become parliamentary democracies (gikaisei 議会制民主主義) (Japan, South Korea and Taiwan), two are former communist countries (Russia and Mongolia), and in two (China and North Korea) the Communist Party still rules. It is difficult for such diverse countries of Northeast Asia to become a cooperative body. However, should that be realized, this would have epochal significance for overcoming the divisions of humankind. Something that binds Northeast Asia is the presence of Koreans who live in far-flung countries, notably Japan, China, Sakhalin, and the former Soviet Union, as diaspora as a result of an unfortunate history.

There are 2,400,000 Koreans in China, making possible the formation of a Korean autonomous region in Yanbian, where the largest number reside. The US has 2,050,000 immigrants from Korea. In Japan, including people from North and South, there are said to be 870,000 Korean residents, but if you add those who obtained Japanese citizenship, the number is at least one million. In the former Soviet Union, in and around Central Asia, there are 480,000 Koreans. As Southeast Asia is the world of the overseas Chinese (with smaller numbers in Northeast Asia), Northeast Asia is the world of the overseas Koreans.

Without neglecting their ethnic origins (minzokuteki sokoku 民族的祖国), thinking about the nations in which they currently live, they are a presence that shapes all Northeast Asia. They are Northeast Asians. In particular, more than 90% of Korean residents in Japan come from South Korea and they are members of Japanese society. They have relatives who migrated to North Korea, so they have body and heart split into three elements. Kang Sangjung, a Korean resident intellectual in Japan, proposes a common house of Northeast Asia in the Japanese parliament committee. That, one can say, demonstrates the potential of Koreans as Northeast Asians.

Another thing that unifies the area is the network of large islands throughout Northeast Asia. What is important for Northeast Asian peace, along with Korean issues, is resolution of the Taiwan problem. Taiwan has taken steps toward claiming statehood, but it has not been recognized as a state. Therefore, it is impossible for Taiwan to participate in Northeast Asian activities as a state. To break through this, we can consider Taiwan as one island and create a union of Northeast Asian islands in which Taiwan participates.

The population of Taiwan is 20,700,000, making it the largest island in Northeast Asia (excluding Japan’s main islands). Next to Taiwan comes Okinawa with a population of 1,340,000. Hawaii has a population of 1,210,000. Then there is Cheju with 550,000, and Sakhalin with 540,000. In thinking of the US as a member of Northeast Asia, I think of the presence of American residents in Japan and Korea, of American Army people throughout the area, and the populations of Hawaii and Alaska should be included.

Many of these islands have a history of having been independent states. They were often the targets of competition for plunder by powerful countries, and had frequent changes of masters. And in war, fierce battles took place. Pearl Harbor, Okinawa, and the battle in Sakhalin are not yet forgotten. Cheju Island, which could have become a second Okinawa, was guarded tightly by Japan. In Taiwan and Cheju, the most tragic repression occurred after Japan’s war ended. These were the February 28 Incident in Taipei (1947) and the April 3 Uprising in Cheju (1948). As a result, all islanders sincerely hope for peace. Cheju was formally named the Island of Peace by the ROK government. However, apart from Cheju, all these islands are armed. They are islands of military bases. For this very reason, it is hoped that these islands will join hands to protect peace and link those states that constitute Northeast Asia. They should play that role. These islands, because of this history, comprise a world in which the most diverse ethnicities and cultures live together. They have a vision that is open to all.

What is noticed here is that the apology (shazai 謝罪) resolution adopted by both houses of the US Congress on Nov. 23, 1993 states that despite the fact that the US and Hawaiian Kingdom had diplomatic relations for 67 years, in 1893 the American ambassador conspired to overthrow the kingdom and declare Hawaii an American protectorate. It quotes the protest by Queen Liliuokalani, which said that she gives up her political power in order to avoid bloodshed before the landing of US Marines. Further, the apology records that President Cleveland, when informed of this, did not approve the overthrow of the kingdom and demanded that the Queen be restored to her position despite the fact that those who supported the overthrow of the government had declared a Republic of Hawaii. Finally in 1898, President McKinley annexed Hawaii.



Liliuokalani proclamation


The US Congress, on the 100th anniversary of the illegitimate overthrow of the Hawaiian kingdom recognized that the sovereignty of the indigenous Hawaiians had been crushed and resolved that the US apologize and turn this apology into a basis for reconciliation with indigenous Hawaiians. President Clinton signed the resolution. Behind the President’s signing the resolution stood the congressmen from Hawaii. Two of them were Hawaiian natives, and two were Japanese Hawaiians.

This is the America which has not taken the important action of apologizing for the Vietnam War. This makes us reflect on what attitude Japan should take toward its incorporation of the Ryūkyū Kingdom and the annexation of Korea. The 100th anniversary of Korean annexation is coming in 2010.


Wada Haruki is professor emeritus, Institute of Social Science, Tokyo University and a specialist on Russia, Korea, and the Korean War.

This is a slightly revised version of three columns that were published in the Ryūkyū Shimpō on January 7,8,9, 2008. Published at Japan Focus on October 27, 2008.