Port of Kolkata

The Kolkata Port was set up by the British East India Company after the company received trading rights from the Mughal emperor Aurangzeb. In course of time the power to rule this vast country passed from the East India Company to the British Crown and simultaneously the affairs of the Port were brought under the administrative control of the Government with the appointment of a Port Commission in 1870.

In the 19th century Kolkata Port was the premier port in British India. Though the port was conceived to be a commercial port and gateway of eastern India, the port played a very important role in the Second World War. It was bombed twice by the Japanese forces. After the independence, the Commissioners for the Port of Kolkata were in responsibility of the port till January 1975 when Major Port Trusts Act, 1963, came into force. Playing the role of a premier port and being rightly called as the gateway to Eastern India, it is the guiding factor to trade and commerce of vast hinterland comprising the entire Eastern India including Bihar and Eastern Uttar Pradesh and the two land-locked Himalayan Kingdoms of Nepal and Bhutan.

The history of Kolkata Port has been a continuous story of struggle and success – it’s a saga of uninterrupted development, improvement and achievements. In the recent past, Kolkata Port has also been adjudged as the best managed port in the country. Despite it being 126 miles away from the sea, Kolkata is, by far, the best choice for eastern gateway to this continental-country. Kolkata Port Trust remains one of the pioneering and most promising ports of India. It commands a vast hinterland that comprises almost half of the Indian states. It has two dock systems - Kolkata Dock System at Kolkata with the oil wharves at Baj Baj and Haldia Dock Complex at Haldia - have a combination of facilities offering various shipping related packages.

The Kolkata Port is now run by a Board of Trustees having representatives from the Government, Trade Bodies, various Port Users, Labor Unions and some nominated members.

Read More

Indian Ports see shipping fuel demand jump as much as 25%

Demand for shipping fuel at major Indian ports has climbed in the past week by up to 25 per cent as the cost of refuelling at Singapore, Asia's bunkering hub, soared following the collapse of the world's leading supplier, traders said.

The announcement of OW Bunker's – the Danish shipping fuel supplier filing for bankruptcy drove up shipping fuel prices in Singapore - one of the cheapest ports in Asia in which to refuel - to their highest in more than two years as oil supplies tightened due to credit worries.

Marine fuel prices in Mumbai, India's largest bunkering port, were still around $15 a tonne higher than in Singapore on a delivered basis, but a Singapore-based trader said ship owners could be interested in bunkering in India when the price difference between Fujairah, United Arab Emirates, and Singapore narrows.

Fujairah, which is one of the busiest ports in the world, is closer to India and may be taken as a price reference.

The price difference between Fujairah and Singapore has flipped into a discount of more than $10 since late last week.

“I'm seeing about 20-25 percent more demand month on month," said a trader who sells fuel in India. "But (buyers) are also just watching the prices, as the market is still volatile, so they are trying to delay their purchases."

Read More

India – West Africa Trade increased 15 times since 2003

Krishnapatnam Port Container Terminal (KPCT), located 30 km from Nellore, has been focusing its attention on the Ivory Coast to operate cargo services to Ports of San Pedro and Abidjan (West Africa). According to KPCT officials, India’s trade with West Africa has increased 15 times since 2003. Rice being the main export is followed by pharmaceutical products, machinery, articles of iron, chemicals, plastics, rubber and vehicles. Over 69% of India’s cashew imports go to Ivory Coast, Guinea-Bissau, Benin and Ghana.

 

Trade takes place largely from two important ports of San Pedro and Abidjan. As both the economies of India and Ivory Coast are poised to grow, KPCT is keen on becoming East India gateway for the two countries. As a first step, Krishnapatnam Port Container Terminal organised a trade meet in Abidjan recently to have a mutual dialogue for bilateral trade development. Importers of raw cashew, teak wood, metal scrap and exporters of pharmaceuticals, transport equipment, engineering goods, steel, rice, cotton yarn, besides logistics service providers and export-import trade associations attended the meet in large numbers.

 

They were familiarised with the infrastructure and operational advantages of KPCT and the ease of shipping containerised cargo owing to tariff flexibility, connectivity to cashew and timber processing units in the hinterland, various vessel services connecting KPCT with Abidjan and future trade potential benefiting West African countries. The traders involved in cashew import were impressed when the KPCT delegation presented the advantages of connectivity with Krishnapatnam.

 

KPCT pointed to saving additional cost through truck movement from Krishnapatnam Port to the final place of delivery in Andhra Pradesh. KPCT also offered additional free demurrage time (up to 14 days) on a case-to-case basis through respective lines, closed warehouse facility to enable stuffing/de-stuffing inside the warehouse,  24/7 storage and handling of cargo besides cargo storage at free of cost up to 15 days.

Read More

Ministry of Shipping's guidelines on priority berthing of Coastal Vessels at Major Ports

A Committee was set up by the Ministry of Shipping, based on the recommendation to review the extant guidelines on priority berthing to coastal vessels, the following guidelines on according priority berthing to coastal vessels have been issued for compliance by Major Ports. A, "coastal vessel" shall mean any vessel exclusively employed in trading between any port or place in India to any other port or place in India having a valid coastal licence issued by the Director-General of Shipping/competent authority.

In addition, TAMP, in a notification, has prescribed the following conditions under which other foreign going vessels will be treated as coastal vessels:

(a) A foreign going vessel of Indian flag having a General Trading Licence can convert to coastal run on the basis of a Customs Conversion Order.

(b) A foreign going vessel of foreign flag can convert to coastal run on the basis of a Coastal Voyage Licence issued by the Director-General of Shipping.

(c) ln cases of such conversion, coastal rates shall be chargeable by the load port from the time the vessel starts loading coastal goods.

(d) In cases of such conversion, coastal rates shall be chargeable only till the vessel completes discharging operation; immediately thereafter, foreign going rates shall be chargeable by the discharge ports.

 

Major Ports shall accord priority berthing, at least on one berth, to dry bulk/general cargo coastal vessels, to enable shippers to transport goods from one port to another port in India irrespective of origin and final destination of the cargo. This would be in addition to dedicated berth, for handling of coastal thermal coal already existing in Major Ports, if any.

 

All Major Ports shall accord priority berthing through specific window to coastal container vessels keeping in view the concession agreements and existing allotment of window berthing at the private terminals and availability of container berths operated by the ports.

 

In respect of POL/liquid cargo tankers, existing practices regarding such priorities as prevalent in various ports may continue.

 

Coastal vessels which are being accorded priority berthing shall not be liable to pay priority berthing charges.

 

There will be no restrictions on berthing of coastal vessel, in addition to the coastal vessel berthed on priority as above, if the same is eligible under normal berthing policy of the Port.

 

A coastal vessel shall be liable to pay port charges on coastal rates notwithstanding whether it was berthed on priority or otherwise.

 

Ports should explore the possibilities of earmarking exclusive berths, storage areas and gates for coastal cargo outside the Custom bonded area to further facilitate movement of coastal cargoes.

 

Major Ports shall clearly work out the time limit within which a coastal vessel would be berthed in a particular port. This time limit may differ depending on the cargo and berth.

 

Each Major Port should carry out a detailed exercise and issue a trade notice clearly indicating the upper time limit within which a coastal vessel would be given a berth in the port. As regards priority berthing through a specific window to coastal container vessels, Major Ports should have a detailed discussion with the PPP operator and publish the specific window for coastal container vessels.

 

All Major Ports shall incorporate and notify the provisions for priority berthing in these guidelines in their respective Berthing Policy and Scale of Rates.

 

The MIS in the Port should capture data for coastal and foreign vessels/cargoes separately. The data so captured shall be monitored and reported internally in the Port as well as to IPA and Ministry in separate format for coastal and foreign vessels.

 

These guidelines are issued in supersession of all other guidelines issued earlier on the subject and shall be complied with by all Major Ports, according to the Ministry of Shipping.

Read More

How does Steel Scrap contribute to the Steel Economy?

Steel scrap from the demolished ships is a major source of raw material for the re-rolling mills in our country. Normally at least 70 % of the total light displacement tonnage of a ship broken constitutes of re-rollable scrap. These are converted into bars and rods that are used in the construction sector. The other raw materials to produce bars and rods are re-rollable scrap from railways, pencil ingots from induction furnaces, semis from the integrated plants and imported re-rollable scrap.

Scrap from ship breaking fetches a very good price in the market. If prices express consumer preference, then there is a strong preference for the ship-recycling scrap. This is because of the high quality of steel that comes in the form of re-rollable scrap from ships. Ships are manufactured with acute specifications. The manufacture of ships is done usually in the developed countries and the specifications are monitored closely in order to avoid accidents. The general features of steels that are used to manufacture ships are ability to withstand pressure, high impact and strain on account of severe cold. These features if translated into manufacture of bars and rods may give us similar qualities of steel with equal strength.

The material processed from ship breaking scrap is better in terms of yield strength, notch impact strength and through thickness ductility. In terms of chemical composition it is consistent and has low sulphur and phosphorus content. In terms of metallurgical properties, steel from ships are normalized, fully killed and has finer and more compact grain structure, free from inclusions, pores and cracks and austenitic properties. Hence for all kinds of applications those require impact resistance, corrosion resistance, machinability, bendability, and formability, steel from ship breaking scrap has been found to be more suitable than steel from ingots and billets. Incidentally, everywhere else in the world the scrap from the demolished ships are usually sent into melting furnaces, India is probably only country that has the technique of re-rolling scrap into producing construction steel without having to first cast scrap as billets and ingots.

In order to produce a tonne of steel through the integrated steel plants one tends to consume more power and fuel and non-replenishable resources like coal, iron ore and limestone and other minerals. The sunk costs in terms of capital employed are higher in the integrated steel plants and the integrated plants create far less employment. Indeed, we can obtain our required input material from the ship recycling industry at a fraction of the costs of the integrated plants.

Steel Produced via Ship breaking route vis-à-vis other route. Capital investment required for producing 2 million tons of steel through ship-recycling route will not be more than INR. 300 crore as compared to over INR. 6000 crore required via alternative route. Solid waste generation in ship recycling is negligible as compared to major steel plants. During its peak on 1999-2000, it was producing more than 2 million tons of re-rolling steel per annum.

Read More

Directorate General of Foreign Trade

The Directorate General of Foreign Trade (DGFT) is the agency of the Ministry of Commerce and Industry of the Government of India responsible for administering laws regarding foreign trade and foreign investment in India. DGFT provides a complete search-able database of all exporters and importers of India. The search can be completed only if full IEC (Importer Exporter Code) code and first three letters of company name are entered.

The Directorate General of foreign Trade (DGFT) is the agency of the Ministry of Commerce and Industry of the Government of India, responsible for execution of the import and export Policies of India. It was earlier known as Chief Controller of Imports & Exports (CCI&E) till 1991. DGFT plays a very important role in the development of trading relations with various other nations and thus help in improving not only the economic growth but also provides a certain impetus needed in the trade industry. For promoting exports and imports DGFT establish its regional offices across the country.

Directorate General of Foreign Trade is an attached office of the Department of Commerce, Ministry of Commerce and Industry. It’s headquartered in Udyog Bhavan, New Delhi. Under its jurisdiction, there are four Zonal Offices at Delhi, Mumbai, Kolkata and Chennai headed by Zonal Joint Director General of Foreign Trade. There are 35 Regional Authorities all over the country.

Functions of DGFT:

Some of the major functions of DGFT and its regional offices through out the country are as follows:

·       To implement the Exim Policy or Foreign Trade Policy of India by introducing various schemes and guidelines through its network of DGFT regional offices thought-out the country. DGFT perform its functions in coordination with state governments and all the other departments of Ministry of Commerce and Industry, Government of India.

·       To Grant Exporter Importer Code Number to Indian Exporter and Importers. IEC Number is a unique 10 digit code required by the traders or manufacturers for the purpose of import and export in India. DGFT  IEC Codes are mandatory for carrying out import export trade operations and enable companies to acquire benefits on their imports/exports, Indian customs, export promotion councils council etc., in India.

·        DGFT permits or regulate Transit of Goods from India or to countries adjacent to India in accordance with the bilateral treaties between India and other countries.

·        To promote trade with neighbouring countries.

·        To grant the permission of free export in Export Policy Schedule 2.

·        DGFT also play an important role in controlling DEPB Rates.

·        Setting standard input-output norms is also controlled by the DGFT.

·        Any changes or formulation or addition of new codes in ITC-HS Codes are also carried out by DGFT.

      Apart from the above, DGFT also acts as a trade facilitator. It also deals with quality complaints of the foreign buyers. Officials DGFT works in close co-ordination with other related economic offices like Customs Commissionerates, Central Excise authorities, DRI authorities and Enforcement Directorate. 

Read More

India, Russia agree to boost Economic and Trade Ties

Ahead of the bilateral summit between Prime Minister Narendra Modi and Russian President Vladimir Putin in December, both countries held the 20th India-Russia Inter-Governmental Commission Meeting on Trade, Economic, Scientific, Technological and Cultural Cooperation here at New Delhi. The meeting was co-chaired by External Affairs Minister Sushma Swaraj and Russian Deputy Prime Minister Dmitry Rogozin.

 

Rogozin also met Prime Minister Modi who said India attached very high importance to its "time-tested" and special strategic partnership with Russia. Modi also said he was looking forward to the visit of Putin to India for the Annual Summit. "The visit would provide an opportunity to take forward the bilateral relations to a new level," he said.

 

The Inter-Governmental Commission took note of important outstanding issues requiring immediate attention and recommended early resolution of such issues amicably in tune with the spirit of traditional friendship and mutual trust between the two countries, said an official statement.

 

Swaraj and Rogzin decided to set a joint study group for the proposed agreement between India and the Customs Union of Belarus, Kazakhstan and the Russian Federation for trade in goods and services; Enhancement of bilateral trade through the International North South Corridor Project (INSTC) by freight forwarders and exporters particularly to bolster trade in agriculture and food processing industry. It was also decided to maintain the momentum of cooperation in some priority areas such as hydrocarbons, coking coal, fertilizers, mining, civil aviation, infrastructure and trade in rough diamonds.

 

Another decision was for joint cooperation between Indian company National Mineral Development Corporation (NMDC) and the Russian company ACRON for development of potassium and magnesium deposits in Talitsky mine in Perm region of Russia and Partomchorr apatite-nepheline ore deposit (Murmansk region), the statement said.

 

At a separate event, Commerce and Industry Minister Nirmala Sitharaman said India was for greater market access to the Russian market for its products and also invited investments into areas such as railways and defence.

Read More

India to develop Iran’s Chabahar Port in Iran

Last week, the cabinet led by Prime Minister Narendra Modi approved the framework for India’s participation in developing Iran’s Chabahar port with an investment of $85.21 million, clearing the decks for two of the country’s biggest state-owned ports to venture overseas for the first time.

According to plans, Jawaharlal Nehru Port Trust and Kandla Port Trust will form a joint venture (JV) or an appropriate special purpose vehicle to lease two fully constructed berths in the first phase of the Chabahar port project for 10 years, which could be renewed by “mutual agreement”. The JV will invest the money for equipping the two berths within 12 months, one as a container terminal and the second as a multi-purpose cargo terminal.

The Indian side will transfer ownership of the equipment to be provided through the investment to Iran’s Ports and Maritime Organisation (P&MO) without any payment at the end of the 10th year. The Indian and Iranian sides could enter into subsequent negotiations for participation in the construction, equipping and operating of terminals in phase-II development of Chabahar port on a build, operate and transfer (BOT) basis, subject to the Indian side’s satisfactory performance in phase I. The Iranian side will make efforts to provide free trade zone conditions and facilities at the port. India has decided to invest in developing Chabahar port, which is considered strategically and economically important for the country’s exports to landlocked Afghanistan.

"We are setting up a port in Chabahar, Iran. We will complete the port in about one-and-a-half years," Road Transport and Shipping Minister Nitin Gadkari said here. The port will be used to ship crude oil and urea, saving the country in transportation cost. "If we produce urea there then we can get urea at 50 per cent lesser cost and would not need to provide subsidy on it," he said. The port of Chabahar in southeast Iran is central to India's efforts to open up a route to landlocked Afghanistan circumventing Pakistan.

Chabahar is also closer to India than the existing Iranian port at Bandar Abbas, which is about 380 nautical miles away from Chabahar. India’s presence at the Chabahar port—which lies outside the Persian Gulf and is easily accessed from India’s western coast—would give it a sea-land access route into Afghanistan through Iran’s eastern borders.

Though the opportunity to develop Chabahar port has come through a government-to-government agreement between the two nations, it is a foundation that has the potential to propel India’s state-owned ports to look for a larger footprint globally.

Read More

Adani Group lays foundation stone for Adani Ennore Container Terminal

Adani Ports & SEZ Ltd, India's largest port developer and part of Adani Group, announced that Minister for Transport and Rural Development (Road Transport, Highways, and Shipping) Mr. Nitin Gadkari, had laid the foundation stone for the INR. 1,270 crore container terminal at Kamarajar Port (Ennore) on Monday, 3rd November 2014.

The company has entered into a 37% revenue sharing agreement with the Port management for this project and this is considered to be one of the highest in the industry in the recent times. The terminal, which will be constructed in two phases, is expected to be commissioned in March 2016.

Kamarajar Port's Chairman and Managing Director M.A. Bhaskarachar said that while ADANI Ennore Container Terminal Pvt. Ltd, company floated by Adani Ports and SEZ Ltd, will invest INR. 1,270 crore to construct berths and procure equipments, the Port will invest around INR. 300 crore in dredging and to create rail and road networks. He added that the terminal which will come in 36.5 hectares of land will have two berths and first one will be ready in 24 months, while the second berth will be ready in 27 months. On completion, it will be a 730 meter terminal, with 31.5 hectares of back area, and capable of handling 1.4 million TEUs annually. It will be South India's first e-terminal and all-electric facility, offering paper-less operations and direct linkage with CFS and lines through Web Access and Automatic Gates, allowing seamless transit from CFS to the container yard. 

Speaking on the occasion, Mr. Gautam Adani, Chairman, Adani Group, said, “We are very pleased to have Shri. Nitin Gadkari lay the foundation stone for Adani Ennore Container Terminal. This new container terminal will be a world-class facility, comprising of the latest technology & equipment, and highly motivated workforce. The resultant operational efficiency is sure to provide great value to the southern region of India.”

This world-class terminal will initially have four units of 65 tonne capacity Post Panamax Twin Lift Quay Cranes, with three units of 65 tonne capacity Super Post Panamax Twin Lift Quay Cranes added in the second phase. The yard equipment will initially include twelve 41 tonne lift rubber tyred container gantry cranes, which will accommodate seven rows of containers, with nine more cranes added in the second phase.

'We will increase the depth to 20 m, so that bigger vessels can call at Ennore', said Mr. Nitin Gadkari, Minister for Transport and Rural Development (Road Transport, Highways, and Shipping) in his address.

Adani Ports & SEZ signed the concession agreement to set up this container terminal in March 2014. By successfully commissioning the terminal in March 2016, the company will reiterate its ability to execute large scale infrastructure projects in record time, with world-class build quality and exceptional operational efficiency.

Read More

India-Vietnam sign crucial agreements: PM Modi stresses on Importance of Ties

India and Vietnam signed many crucial agreements during the recent visit of Vietnam’s Prime Minister Nguyen Tan Dung. PM Modi invited the Vietnamese companies to join the accelerated economic growth programme 'Make in India' for reaping the benefits of this new initiative. They agreed to utilize the Customs Cooperation Agreement and Maritime Shipping Agreement between the two countries for facilitating more intensive economic engagement.

PM Modi said that India's defence cooperation with Vietnam is among the most important ones. "India remains committed to the modernization of Vietnam's defence and security forces. This will include expansion of our training programme, which is already very substantial, joint exercises and cooperation in defence equipment," he said. "We will quickly operationalise the 100 million dollars Line of Credit that will enable Vietnam acquire new naval vessels from India. We have also agreed to enhance our security cooperation, including in counter-terrorism," he added.

Applauding the people of Vietnam, Modi said, "We are two developing nations. We have been steadfast in our support for each other and we have stood with each other in difficult moments. We in India admire the people of Vietnam for the courage and resolve with which they have overcome many formidable challenges to their nation."

"We have also agreed to increase our cooperation in Space, including in space applications and launch of Vietnam's satellites, and in peaceful uses of civil nuclear energy" he said. "We emphasized the need for stronger economic relationship as an essential component of a strong strategic partnership. We see great opportunities for increased trade and enhanced Indian participation in areas such energy, infrastructure, textiles, chemicals, machinery, agro-processing and information technology in Vietnam. We have offered to discuss additional lines of credit to support Vietnam's efforts to diversify its industry and economic linkages," Modi elaborated.

"Today, our partnership is important for promoting our nations' prosperity and essential for advancing peace and stability in our shared neighbourhood. We have shared interest in maritime security, including freedom of navigation and commerce and peaceful settlement of maritime disputes in accordance with international law," Modi stressed.

"Since entering office, my government has promptly and purposefully intensified our engagement in the Asia Pacific region, which is critical to India's future. It is no surprise that Vietnam has been at the forefront of our efforts," Modi said.

Trade between India and Vietnam has been steadily growing since independence. Further there is good cooperation in Offshore, Oil & Gas exploration and production. Recently further offshore blocks have been added for exploration and production. These developments augur well for the Indian Shipping and Offshore Industry.

Read More

BIMCO’s latest Shipping Market Overview and Outlook

India's Free Trade Agreements (FTAs) with major partners such as Japan, Malaysia, South Korea and the ASEAN bloc have not widened trade deficit or increased export of raw materials from the country, according to initial findings of a Government study.

However, Indian exporters, too, have not been able to use the trade pacts to their full potential because of low awareness. The Government is now making efforts to disseminate information more widely.

“Though preferential imports have been increasing from the period 2009-2010 to 2013-14, they are still not significant, ranging from 3.4 per cent of total imports under FTA with Malaysia to 22.4 per cent of total imports under India-Japan FTA,” according to an official release by the Commerce Ministry.

Preferential imports are low compared to total imports from FTA partner countries because sellers find it difficult to meet the tough Rules of Origin (ROO) norms under the FTAs stipulating high value addition requirements.

“Since preferential imports have been low from FTA partner countries, there is no question of these affecting our domestic market or widening the trade deficit,” a Commerce Ministry official said. The FTAs have also not resulted in any increase in consumer goods imports and only an “insignificant”' rise in automotives imports, the Commerce Ministry study said.

On the other hand, imports of intermediate goods have increased which means that India is becoming part of the regional value chain of South Asia.

The Commerce Ministry, however, doesn’t have data on exports through the preferential route as the Customs department does not track these numbers. “We are talking to our partner countries and trying to assimilate data,” the official added. Overall export data of items covered under the FTAs show that there has been no increase in shipments of raw-material from the country, the study added.

It also shows that exporters are not exploiting the FTAs to their advantage.

“The use of these agreements by our exporters is a matter of concern. But we are making a lot of efforts to disseminate information by strengthening our outreach programme and making details on such pacts available on our website,” the official said. The ministry is also in the process of developing a comprehensive portal about FTAs.

Read More

Safarer Fatigue: The Importance of a Good Sleep

Proper sleep, is not merely a matter of personal comfort. It is vital to a persons’ physical and mental well-being and the most effective weapon against the onset of fatigue. Research experience has shown us that persons suffering from the effects of fatigue are more likely to make mistakes which can lead to accidents, injuries and loss of life.

This is particularly true on ships, where crew are engaged in both physically and mentally demanding work, at times in dangerous situations and having to fulfil work rosters that are tight and demanding for all on board. The continuously changing time – zone on an international run as well as living in a confined space for days on without family and friends, and the resultant psychological stress make the situation even more aggravating in terms of fatigue.

Pursuant to the Maritime Labour Convention (MLC) 2006, which came into force on 20^th August 2013, the standards for (A) maximum hours of work and (B) minimum hours of rest, under Title 2, are: no more than 14 hours in any 24 hours period and no more than 72 hours in any 7 day period; or at least 10 hours in any 24 hour period; and at least 77 hours in any 7 day period. There are only limited exceptions, and generally it would be a matter of the vessels’ immediate safety with respect to a justified overrun of working hours. A seafarer cannot be asked to exceed his mandated rest / work hours, nor can he be enticed to do so against payment of overtime.

It should be noted that the regulations refer only to ‘rest’ and not to ‘sleep’. Shore – side and shipboard management should bear in mind that a seafarer cannot sleep for the entire duration of their rest period. Research has shown that seafarers spend, on average, between 1 ½ and 2 hours of their daily rest periods engaged in functions such as eating, bathing, communicating with family and friends, laundry, etc. in addition to this, it is important to allow seafarers time for recreational activities such as reading and exercising.

Studies have shown that it is not merely rest that the human body requires, but the key is sleep. And again, it is not just any form of sleep over a period of time that counts. The seafarer, like everyone else needs proper continuous and uninterrupted sleep for 7 to 8 hours in order to be properly rested. When, due to watch-routines a seafarer must sleep twice in a 24 hour period, the total amount of sleep required increases to 8 – 9 hours.

Fatigue may come about after an extended period without sleep, or as a result of a person experiencing poor, interrupted or too little sleep over a number of days. It is uncommon, particularly in short-sea trades, for seafarers to follow a 6 hours on, 6 hours off watch routine, often for several days or weeks in succession.  

Guidelines for Achieving Quality Sleep:

Bedding: An uncomfortable bunk does not lend itself to good quality sleep. It is important to provide good quality mattresses and pillows.

Temperature: The best sleep will be achieved if the temperature is maintained between 18 and 22 C (65 – 72 F).

Light: Ensure cabins can be darkened effectively (Black – out blinds are inexpensive and will improve sleep quality, particularly for crew required to sleep during daylight hours).

Noise: Excessive noise will obviously affect sleep quality and continuity. Try to minimise noise in the vicinity of sleeping crew by segregating watch – keepers’ cabins and considering crew who may be sleeping when planning work in the vicinity of crew cabins.

Preparation: The contact with bright screens such as computers and televisions should be avoided for at least 60 minutes prior to sleeping. Whenever possible, a period of relaxation should be allowed between completion of a duty period and sleeping.

Nourishment: Going to sleep hungry should be avoided, but sleeping immediately after eating can also have a negative impact on the quality of sleep.

Read More

Nigeria is now Free of Ebola Virus Transmission

The lines on the tabular situation reports, sent to WHO each day by its country office in Nigeria, have now been full of zeros for 42 days. WHO officially declares that Nigeria is now free of Ebola virus transmission. This is a spectacular success story that shows that Ebola can be contained. The story of how Nigeria ended what many believed to be potentially the most explosive Ebola outbreak imaginable is worth telling in detail. Such a story can help the many other developing countries that are deeply worried by the prospect of an imported Ebola case and eager to improve their preparedness plans. Many wealthy countries, with outstanding health systems, may have something to learn as well.

The complete story also illustrates how Nigeria has come so close to the successful interruption of wild poliovirus transmission from its vast and densely-populated territory. Earlier this year, WHO confirmed that Nigeria had eradicated guinea-worm disease – another spectacular success story. When the eradication initiative was launched, Nigeria was the epicentre of this disease, with more than 6,50,000 cases reported each year.

When laboratory confirmation of the country’s first Ebola case, in Lagos, was announced on 23 July, the news rocked public health communities all around the world. Nigeria is Africa’s most populous country and its newest economic powerhouse. For a disease outbreak, it is also a powder keg. The number of people living in Lagos – around 21 million – is almost as large as the populations of Guinea, Liberia and Sierra Leone combined. Lagos, Africa’s largest city, is also characterized by a large population living in crowded and unsanitary conditions in many slums.

Thousands of people move in and out of Lagos every day, constantly looking for work or markets for their products in a busy metropolis with frequent gridlocks of vehicular traffic. With assistance from WHO, the US Centers for Disease Control and Prevention (CDC), and others, government health officials reached 100% of known contacts in Lagos and 99.8% at the second outbreak site, in Port Harcourt, Nigeria’s oil hub.

Federal and State governments in Nigeria provided ample financial and material resources, as well as well-trained and experienced national staff.  Isolation wards were immediately constructed, as were designated Ebola treatment facilities, though more slowly. Vehicles and mobile phones, with specially adapted programmes, were made available to aid real-time reporting as the investigations moved forward.

The Nigerian response to the outbreak was greatly aided by the rapid utilization of a national public institution (NCDC) and the prompt establishment of an Emergency Operations Centre, supported by the Disease Prevention and Control Cluster within the WHO country office. Another key asset was the country’s first-rate virology laboratory affiliated with the Lagos University Teaching Hospital. That laboratory was staffed and equipped to quickly and reliably diagnose a case of Ebola virus disease, which ensured that containment measures could begin with the shortest possible delay. In addition, high-quality contact tracing by experienced epidemiologists expedited the early detection of cases and their rapid movement to an isolation ward, thereby greatly diminishing opportunities for further transmission.

WHO country team of epidemiologists, clinicians, logisticians and administrators have identified a number of specific lessons that may be useful for other countries facing their first imported Ebola case or preparing for one. They have also carefully documented a large number of “best practices” for containing an Ebola outbreak quickly.

The most critical factor is leadership and engagement from the head of state and the Minister of Health. Generous allocation of government funds and their quick disbursement helped as well. Partnership with the private sector was yet another asset that brought in substantial resources to help scale up control measures that would eventually stop the Ebola virus dead in its tracks. Health and government officials fully appreciated the importance of communication with the general public. They rallied communities to support containment measures. House-to-house information campaigns and messages on local radio stations, in local dialects, were used to explain the level of risk, effective personal preventive measures and the actions being taken for control. On his part, the President reassured the country’s vast and diversified population through appearances on nationally televised newscasts. The full range of media opportunities was exploited – from social media to televised facts about the disease delivered by well-known “Nollywood” movie stars.

Nigerian government and health officials, including staff in the WHO country office, are well aware that the country will remain vulnerable to another imported case as long as intense transmission continues in other parts of West Africa. The surveillance system remains on guard, at a level of high alert.

Read More

Shenzhen, China – Green Shipping Incentive Scheme

The Shenzhen Municipal Government, China, has announced an incentive scheme to encourage vessels to switch to low sulphur fuels or to connect to shore power whilst berthed at the region's ports.

Applied on a voluntary basis, the incentive scheme will consist of rebates to vessel operators thought to be in the region of 75-100% of the cost difference between low sulphur fuel and heavy fuel oil. Vessels connecting to shore power will be charged RMB 0.7/kWh (approximately 11 US¢/kWh at today's rate), with the remainder subsidised by the government.

The incentive scheme will take effect from October 2014 and it is understood that it will run for three years. The announcement also revealed that the Shenzhen Municipal Government is working with the Guangdong Provincial Government and the Chinese Central Government with a view to establishing a sulphur emission control area covering the Pearl River Delta by 2018.

The point covered under "Green Shipping Shenzhen Declaration" can be viewed as below:

1.      Recognize the seriousness of Air pollution – fully support the national and provincial government policies to control emission from marine sectors, deploy different shipping methods to reduce air pollution.

2.      Accelerate the construction of the onshore power supply (OPS) facilities – deploy new vessels that are OPS capable to Shenzhen port and accelerate the retrofitting of the existing fleet with OPS capability so as to increase the utilization rate of OPS.

3.      Promote the use of low sulphur fuel oil by fleet – commit to using low sulphur fuel oil by auxiliary engine and boiler when vessel is at berth.

4.      Strive for new technology and construct new vessels with lower emission – reduce vessels speed in Shenzhen waters so as to reduce emission.

5.      Change in container movement in port and promote the use of intermodal “vessels to rail” transport or “vessel to vessel” transport so as to build a high efficiency and low carbon port.

6.      Optimize the pier design, handling technology, energy – saving equipment, information technology and production organisation, effectively allocate various elements and resources to create intelligent port.

Establish a green policy, search for innovation of the port development model – promote the use of clean fuels in port machineries and in the overall port strategic development plan.

Read More