Marine Lines - July-2019

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Let's turn the tides

Volume:I Issue:X July-August 2019

LINES

mere baap ka port

From the Editor's Deck MARINELINES Editor-In-Chief Girish Joshi Assistant Editor cum Business Development Executive Haresh Manji +91 99257 44679 Design & Layout Gopi Graphics, Ahmedabad +91 98255 76265 Head Office Marine Lines 3. 2nd Floor, Plot No. 283 Madhuban Tower, 12/B Gandhidham, Kutch, 370201, Gujarat, India email: marinelines2018@gmail.com GSTIN:24AAYPJ3678DIZC Varun Kumar Head, Mumbai Contact : +91 8698379155 Mumbai Office 14, Ground Floor, Himalaya House, 79 Palton Road Fort, Mumbai 400001 Contact : +91 98200 03562 RNI No. Under Process, Title Code: GUJENG16193 Published by Girish Joshi and printed by Print Vision Pvt. Ltd. on behalf of Girish Joshi. Printed at Print Vision House, Lane Opp to Ashwamegh Elegance 2, Ambawadi Market, Ahmedabad 380 006, Gujarat. Published from # 3. 2nd Floor, Plot No. 283 Madhuban Tower, 12/B Gandhidham, Kutch - 370201, Gujarat, India. Editor: Girish Joshi.

Dear Readers,

M

arine Lines has successfully completed one year of bringing to maritime fraternity a variety of insightful information and stories, raising time and again the concerns of shipping and trade.

We also got on board several subject experts who shared their in-depth knowledge on a plethora of issues concerning the maritime sector. We are indebted to them.

This time, ML investigates how Deendayal Port, the central government run major port is being silently targeted and controlled by few businessmen, who are brazenly dictating terms to a handful of officers. This is proving detrimental to DTP’s growth by creating a monopolistic environment.

The government exchequer is also losing crores due to such corrupt practices by a handful of companies who wield a considerable clout among a clutch of DPT officers.

At the same time, we also see the other side of the problem of sea level rise which experts opine could be beneficial for port development.

Girish Joshi Editor-In-Chief

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Inside 06

Cover Story:

Dictating Port Terms

18

Maritime History: Sea Treasures Of Narmada

09

Expert Speak:

Sea Level Rise: Blessing In Disguise For Ports?

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By Invitation:

Seafarer Caught In The Crossfire Of Political Turmoil

20 16

Hope Afloat:

Ship-Owners’ body expects Modi 2.0 to release a National Shipping Development Policy 4

JULY - AUGUST 2019 • MARINE LINES

Positive Signs:

35% Growth In Employment Of Sea Farers: Mandaviya

22

Health:

Miraculous Healing Power Of Sea Salt

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MARINE LINES • 2019 JULY - AUGUST

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Cover Story

Dictating Port I

ndia's biggest government port in terms of volume has fallen prey to the diktats of some influential port users. While govt is losing precious revenue, other players are feeling extremely stiffled

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By Girish Joshi

oing business at India’s biggest government-run port has never been an easy task. Of course, not for a clutch of influential businessmen, who enjoy an enviable clout within the Deendayal Port Trust, formerly Kandla Port.

For many, their word is a final say and DPT officials gleefully comply.

In port town Gandhidham, these crorepati stalwarts operating for decades have 6

literally been dictating terms in cargo handling.

Recently, we saw a glaring example of this colossal port being held to ransom by a shipping baron who furloughs no opportunity to keep other businessmen at bay.

Kandla has been the most-preferred destination for timber importers; the port is India’s gateway to timber, which is processed and then sent across the country to make furniture.

All has been going on smoothly for the past three decades. But suddenly a single

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private party who is well-versed with operations, documentation and international timber imports from Newzeland and hands in gloves with some corrupt officers of port created a hypothetical situation to convince DPT officers that panamax and big vessel cannot be berthed due to tidal restrictions. As size and minimum sea draft required was not congruent to park the ships, it required lighterage operations of the vessel at deep sea using floating cranes - bring the logs in barges and offload them in port area.

This company managed to procure floating crane for the purpose and later the DPT officers floated tenders for hiring the cranes. The beneficiary was obviously the one who floated the idea.

All said and done, things went on without any disruption as other operators at that time not interested in the business.

SHIPS shunted out TO MAKE SPACE FOR BARGES glaring example of the tremendous clout that a particular shipping company wields was set on April 12, 2019. Two vessels - MV SAI SUNRISE AND MV NEW VICTORY- that were unloading cargo at berth number 4 and 5 were abruptly asked to stop their operations and asked to leave only to accommodate the barges of this company. For the record: shifting of MV SAI SUNRISE AND MV NEW VICTORY is for port convenience so as to create space for barge discharge between cargo jetty 4 and 5 considering working of two capesize vessels at OTB.” Stated the remark by traffic manager.

But sources in the local shippers it’s anyone’s guess whose convenience was being considered.

“Yes its true that the two vessels were asked to stop unloading and shift to OTB. When you have vessels waiting to discharge at the port, you cannot make space to accomodate barges. This is absolutely illogical. Anyways, barges have been given a dedicated handling at Bundar Basin,” said a local shipper.

This resulted in a huge loss to the ship charterer as well as DPT. Today ship hire charges are $10,000-$12,000 per day.

A

Terms Lately, the floating crane operators managed to off load the total cargo at mid-sea using his acquired barges and tugs.

Now, this raised concern amongst other port users and trustees as DPT started losing revenue and valuable foreign exchange.

Some upright port officials mustered courage to object to this monopolistic approach of a single party and restricting other new importers. Can an single influential person hold the major port at random?

With the support of floating crane that are being operated by the private parties, the Port is losing a major portion of revenue that includes pilotage and berth hire charges which are as follows.

Gross register tonnage uses the total permanently enclosed capacity of the vessel as its basis for volume.

Berth hire charges: USD 0.0101 per GRT per hour.

Consider a ship of 2,00,000 DWT carries out lighterage at Outer Tuna Buoy Pilotage tariff Upto 30,000 GRT: USD 0.9516 per GRT 30,000 to 60,000 GRT: USD 0.28548.66 Over 30K GRT: USD 0.7603 per GRT (GRT) or gross registered tonnage, is a ship’s total internal volume expressed in “register tons”, each of which is equal to 100 cubic feet (2.83 m3) (OTB), how much loss is the port incurring. Instead of one ship of 2,00,000 MT DWT , three ships each of 66, 000 MT can

berth that would almost increase the revenue six times more.

Secondly, the private floating crane operators negotiate and take the contract from the bulk cargo on interest basis. i.e.Rs 15,000 per day discharge after 12 hours of Notice of Readiness. .

All such panamax/cape size vessels are normally gearless and floating cranes are supposed to be used for lightening the cargo to reduce the draft to a permissible berthing limit.

However this private operators manage to complete entire cargo discharge at OTB (deep sea) resulting heavy losses to the government exchequer and the Port Trust.

These barge operators charge almost double the rate of cargo handling at OTB by barges, so even the shippers suffer financial loss.

Thirdly, as per the DPT Act, the barge

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operations are limited to O’(zero) panel and Bundar basin.

These arrangements are so made, keeping in mind the smooth routine cargo operations as well as the vessel traffic movements at the port. However at Kandla, the liberty is taken by the cargo handling agents (those who own & operate private floating cranes)as to park barges, to unload cargo at the berths which should have been otherwise allotted to routine vessels in waiting for unloading/loading at those cargo berths.

Actually, these atrociously acquired spaces are normally supposed to be provided to the waiting vessels at outer waters, depending on the size of the vessels. This is the one of main reason for congestion at DPT whereby the pre-berthing delays increase unnecessarily. *Fourth, these delays not only cause congestion but results in loss of valuable foreign exchange supposed to be paid as demurrage to the waiting vessels in wake of delayed berth allocation at the Port.

Saftey concerns: Constant traffic of barges in the channel has increased risk of collisions not only with the barges themselves but with the ships moving in and out of harbor. Thse barges operate with limited crew on barges or towing tugs and there is no control over loading capacity. There is no check 8

on their loading capacity, which increases the risk of barges toppling at OTB Few incidents at OTB subscribe to this point. These barges or towing tugs are supposed to keep their AIS “on” but most of them are keeping off which make them a navigational hazard.

There are bunched barges off Bundar Basin and many of them sometimes drop anchor nearby the navigational channel causing high risk and hindrance to the all the Oil and chemical tankers heading to/ from oil berths, spillage of cargo at bandar area, which is another point of concern.

These barges are also using the vacant space at cargo berths and they never leave the berth in time to vacate for incoming vessel.

They leave at the last minute, which can lead to disastrous situation like collision, entangled ropes with ships ropes, etc, These barges are supposed to have their cargo holds covered, but none of these barges do so, especially in rough weather season waves water splash into cargo holds which destablilizes the entire barge, resulting into toppling or dangerous listing, Barges have been given Harbour Craft license, the annual fees for which is just Rs 500. At such low fees, they ply in harbor for full year, which is also a huge revenue loss

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for the port. Being harbour craft license holders, they cannot be charged for pilotage and port dues.

Some barges are visitor barges and deputy chairman DC gives them permission for 10-20 days to ply in port harbor to OTB and back. These barges don’t have proper documentation, thus adding to the revenue losses.

The process of issuing harbour craft license is also opaque. Inspection is just on paper instead of physical for both engine side and deck side, resulting in unseaworthy barges getting permission to ply for full year, The dedicated barge jetty at Tuna port has hardly been used for cargo handling, which is matter of concern.

What is the reason behind constructing this barge jetty and not utilizing it. It is being utilized for country-craft dhows (sailing vessels) many of which are notorious for being involved in anti-national activities in the past.

How can a one man show be so intimidating that he decides the way of working at port inspite of there being a legitimate appointed board of trustees under the able Chairmanship of an senior Administrative officer. !!!!

EXPERT SPEAK

SEA LEVEL RISE: BLESSING IN DISGUISE FOR PORTS?

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By Atul Sharma

t is interesting to refer with anxiety that as per the recent report by World Meteorological Organization (WMO) which says that the Global Mean Sea Level from January to July 2018 was around 2 to 3 mm higher than for the same period in 2017. It is crucial to note that this warning comes at a time when the Intergovernmental Panel on Climate Change Special report said in October this year that there is no safe level of global warming and sea levels would continue to rise for centuries even if we cap warming at 1.5°C above pre-industrial levels, prescribed in the lower limit of the Paris Agreement.

Again referring to the WMO report attributed to yearly changes in sea level to changes in ice-sheet loss, land storage of water and variations in ocean temperature.

The rise in sea level in 2018 is close to the long-term trend following a rapid increase associated with the 2015-16 El Niño, added the report.

A previous study had said that sea level rise in the 21st Century has been three times as fast as has been observed in previous Century. In India, half the population may likely to be affected by climate change impacts directly or rather more indirectly.

Rising sea level is also likely to flood 78 cities in India if the global mean temperature (GMT) increases from 1.5 to 2°C from the pre‐industrial level. This will follow direct geometrical equation that where there is a flat sea-land inter-faces, more submergence of land.

Apart from warning the world about the effects of rising sea level, the report also highlighted the trend of ocean acidification.

As per the report, “In the past decade, the oceans absorbed around 25 per cent of anthropogenic CO2 emissions. It was reflected that an absorbed CO2 reacts with seawater and alters the pH of the ocean. This process is known as ocean acidification,” The clear trend of decreasing pH over the

last 30 years can adversely affect the ability of marine organisms such as molluscs and reef-building corals, to build and maintain shells and skeletal material.

It could be the reason that manmade carbon emissions are acidifying the ocean so rapidly that the seafloor is disintegrating.

Interpretation of various websites’ reports: It is now accepted truth that the Sea level rise is mainly linked to increasing global temperatures. So one can visualise that, even if an uncertainties remain about just how much precisely sea level would rise this century, but it is maturely certain that sea level will rise this century and beyond, Atul Sharma is an ecology and environment management expert with 33 years of experience in marine survey, design, port planning, ship recycling coastal zone management, hazardous waste management and oil spill contingency plan in Gujarat Maritime Board it will pose a growing challenge to coastal communities, infrastructure, and ecosystems from increased (permanent) inundation, more frequent and extreme coastal flooding, erosion of coastal landforms, and saltwater intrusion within coastal rivers and aquifers. Assessment of vulnerability to rising sea levels requires consideration of physical causes, historical evidence, and projections. A risk-based perspective on sea level rise points to the need for emphasis on how changing sea levels alter the coastal zone and interact with coastal flood risk at local scales. In changing pattern of coastal landuse over the period, mythology for coastal zone management to protect the coastal and marine environment may have to be re-looked from the perspective of whether sea flooding to be stopped? If to be stopped then energy dissipation due

to withstanding the rising level of sea may create coastal disturbance anywhere if not studied. It is also equally true that to common people, effect of seal level rise may not be noticed as it is a slow process. Slowly slowly high tide line recedes towards land due to rise, coastal community would also slowly slowly migrate further towards landward side. But over the time scale of 25-50 years, horizontal shifting could be observed.

It was reviewed by experts that the physical factors driving changes in global mean sea level (GMSL) and those causing additional regional variations in relative sea level (RSL) are to be considered. It presents geological and instrumental observations of historical sea level changes and an assessment of the human contribution to sea level change.. Finally, it assesses the impact of changes in sea level on extreme water levels.

However, it is always remained outside the scope of our imagination and important to note the countless of other potential impacts associated withrelative sea level rise i.e wave action, increase in coastal flooding, loss or alteration of such ecosystems inhabited on coast , damage to infrastructure and the built environment, salinity ingress to coastal aquifers, aggravation of pollutants, changing sediment budgets, coastal erosion, marshy land loss and threats to endangered flora & fauna. In addition to these impacts which are inherently important, some another also have the potential to influence coastal geomorphology, such as sediment build up, that might mathematically alter the future flood risk mild beaches where the communities and ecosystems have been in pristine pure conditions are harboured in equilibrium. Such equilibrium has capacity to absorb the shock of sea level rise which was a very little before 100 years ago but recent abrupt change will not be sustained by them.

Sea level change is driven by a variety of mechanisms operating at different spa-

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tial and temporal scales (referring to Kopp et al. 2015 for a review). Global Mean Seal Level rise is primarily driven by two factors: 1) increased volume of seawater due to thermal expansion of the ocean as it warms, and 2) increased mass of water in the ocean due to melting ice from mountain glaciers and the Antarctic and Greenland ice sheets. The overall amount (mass) of ocean water, and thus sea level, is also affected to a lesser extent by changes in global land-water storage, which reflects changes in the impoundment of water in dams and reservoirs and river runoff from groundwater extraction, inland sea and wetland drainage, and global precipitation patterns, such as occur during phases of the El Niño–Southern Oscillation (ENSO). , , ,, Sea level and its changes are not seen in parity globally for various reasons. First, regional atmospheric conditions and that of corresponding ocean dynamics driven by ocean circulation, winds, and geometry associated with differences in the height of the sea surfaces, as are differences in density arising from the distribution of heat

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and salinity in the ocean. Changes in any of these factors will affect sea surface height Another reason to note , the locations

Global Mean Sea Level rise is driven by increased volume of seawater due to thermal expansion and increased mass of water in the ocean due to melting ice from mountain glaciers and the Antarctic and Greenland ice sheets of land ice melting and land water reservoir changes impart distinct regional “stat-

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ic-equilibrium fingerprints” on sea level, based on gravitational, rotational, and crustal deformation effects. For instance, sea level falls near a melting ice sheet because of the reduced gravitational attraction of the ocean toward the ice sheet; reciprocally, it rises by greater than the global average far from the melting ice sheet.

One more to interest , the Earth’s mantle is still moving in response to the loss of the great North American (Lauren tide) and European ice sheets of the Last Glacial Maximum; the associated changes in the height of the land, the shape of the ocean basin, and the Earth’s gravitational field give rise to glacial-isostatic adjustment.

For example, in areas once covered by the thickest parts of the great ice sheets of the Last Glacial Maximum, such as in Hudson Bay and in Scandinavia, post-glacial rebound of the land is causing Relative Sea Level to fall. Along the flanks of the ice sheets, such as along most of the east coast of the United States, subsidence of the bulge that flanked the ice sheet is causing RSL to rise.

Conclusively said that, a variety of

other factors can cause local vertical land movement. These include natural sediment compaction, compaction caused by local extraction of groundwater and fossil fuels, and processes related to plate tectonics, such as earthquakes and more gradual seismic creep. , At inter annual timescales, changes in ocean dynamics, density, and wind could cause substantial sea level variability in some regions. For example, there has been a multi decadal suppression of sea level rise off the Pacific coast and large year-toyear variations in sea level along the Northeast U.S. coast. Local rates of land height change have also varied dramatically on decadal timescales in some locations, such as along the western Gulf Coast, where rates of subsurface extraction of fossil fuels and groundwater have varied over time.

Despite the Paris Climate Agreement, the seas are continuing to rise, shorelines around the globe will recede, and many low-lying islands will vanish permanently.

This could cause the exclusive economic zones of the small island states to shrink or disappear if international law allows maritime boundaries to move. This post argues that, as a matter of climate justice, these

boundaries should be fixed.

The Paris Climate Agreement of December 2015 set an international goal of keeping the rise in global average temperatures to well below 2°C (3.6°F) above pre-industrial conditions, with an effort to keep the rise as close as possible to1.5°C. However, the voluntary pledges that each country made in Paris, the Intended Nationally Determined Contributions, would take us to a world over 3°C — a calamitous situation.

Little in the experience of the United Nations climate process leads to confidence that the climate action of many countries, especially the large economies, will exceed their pledges and become stronger.

Indeed, already most countries are not on track even to meet their Paris pledges.

The United States government has said it will withdraw from the Paris Agreement altogether, though legally this withdrawal could not become effective until November 2020. But meanwhile the U.S. is in the process of cancelling its most important measures to meet its pledges — the Clean Power Plan and the motor vehicle greenhouse gas standards.

So there is a significant chance that by

the end of this century, the world will be well above 3°C, and it might be 4°C or even higher.

It is seen that the IPCC Fifth Assessment Synthesis Report (2015) calculated that a mean rise in sea levels in 2081-2100 would be 0.63 meters, with a likely range of 0.45 – 0.82 meters.. However, this was based on studies that were performed several years earlier, and did not reflect more recent findings that melting in the West Antarctic ice sheet and Greenland is considerably higher than previously considered. In all, possibility up to two meters of sea level rise could not be ruled out by 2100, report said.

The most recent definitive examination of the latest science on climate impacts is the Fourth National Climate Assessment, released by the United States in November 2018. In its chapter on Hawaii and the Pacific islands indicated that “sea level could rise by as much as 30 cm by 2050 and by as much as 60 cm by 2100. Emerging science suggests that, for the Extreme sea level rise scenario, sea level rise of more than 240 cm by 2100 is physically possible.” The report adds that “owing to global gravitational effects, sea level rise will disproportionately affect the tropical Pacific and potentially

exceed the global average,” and that parts of the region are likely to experience the highest rates of sea level rise on the planet.

This will cause many severe problems — drought, saltwater intrusion, extreme heat, loss of biodiversity, loss of food supplies, bleaching of coral reefs and corresponding degradation of the marine environment and loss of fish life, forced migration of populations — but my focus here is on maritime boundaries.

The atoll nations have an elevation of around two meters. Thus some of their islands may be submerged by the end of the century, and more will become uninhabitable. For other small island states, their coastlines will recede considerably.

If that means their coastal baselines also 12

recede, so will their exclusive economic zones (EEZs).

Coastal states have the right to explore and exploit living and non-living natural resources in their EEZs. This includes fishing, minerals, and energy resources (both fossil and renewable, such as winds and ocean currents). Many of these states rely heavily on income from the fishing and other economic activity in their EEZs. If their EEZs shrink because of changing maritime boundaries, their sources of income will also shrink. This will be happening at a time when these states are experiencing many other physical and economic hardships.

The time may well come when some of these states are submerged entirely or at

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least uninhabitable, and their populations dispersed. This raises unprecedented problems of state sovereignty, of migration, of cultural survival, and many other issues.

The small island states and other least developed countries have been demanding loss and damage compensation for what they endure as a result of climate change.

There are ongoing discussions as part of the Warsaw International Mechanism under the UNFCCC. However, no country that would supply the funds has stepped forward, and I believe there is little prospect that many will, given the world political situation.

Income from the EEZs could become one of the few sources of funds that may be available for these most severely affected

states.

As a matter of climate justice, the maritime boundaries should be fixed, so that the small island states will retain their EEZs and their ability to generate income. In an era when these states are suffering grievously from the multiple adverse impacts of climate change, a phenomenon that because of their very low emissions they did almost nothing to cause, their misfortune should not be made worse by the loss of their EEZs. Their maritime zones are one bit of property that can be preserved automatically by international law alone, not requiring the actions of multiple nations to reduce their greenhouse gas emissions or otherwise alter their own behaviour.

Sea levels will continue rising throughout this century, and the next, and for centuries to come, given the dynamics of the climate system and the persistence of greenhouse gases in the atmosphere. So the world’s maritime boundaries would be in a state of constant flux, leading to continuing international conflict — hopefully peaceful — over the status of particular waters. This is another reason why maritime boundaries should be fixed.

Many states have registered their baselines with the U.N. Secretary General in accordance with the 1982 Law of the Sea Convention. This practice should be en-

couraged among the coastal countries of the Globe. For that reason, all coastal countries should earmark a baseline of HTL like India has done CRZ boundaries based on HighestAstronomical Tide (HAT) Line mark. Common Methodology in earmarking HAT in all the Coastal Countries’ should be followed.

More locally for understanding to the common people, if following parameters are studied for their behaviour changes, one could conclude there is change in sea level.

1) Increase in inter-tidal area comparing to the previous years( area between Highest Astrnomical Tide(HAT) line and Lowest Astronomical Tide(LAT) line- this is how it happens thatdue to increase in volume of water, higher oscillation of tidal water occurs . i.e amplitude increases , water recedes more on landward side during flood tide and more recedes towards seaward side during ebb tides compared to previous year period.

2) Increase in mud-flat area.( as a part of increase in intertidal area, due to aggravated process of sedimentation, mudflat area is also increased) 3) Increase in halophytes vegetation ( if mudflat area is increased, mangroves and other halophytes vegetation also are increased) 4) Increase in Total Suspended Solids

( based on various EIAs and other studies, TSS is Gujarat sea are increased ) 5) Some terrestrial roots, fossils and ancient archaeological monument found in sea nearer to shore.( Submerged stones of old urban city of Dwarka and such other monuments ) 6) Increase in salinity ingress( this is also reported many times, one reason would be increased pressure from sea receding towards landward side) 7) Increase in tide gauge measurement. ( Increased in HHW from previous years) In fact, It was first encountered the effect of sea level rise while execution of fishery harbours at Jakhau during last decade of the previous centaury when decision was to be taken for fixing top level of the jetty by Port authorities at that time. As per predicted tide, MHHW was 2.90 m above lowest low tide whereas actual observed tide was hitting during spring was 3.87 m above Chart Datum then MHHW was calculated to be 3.15 m above CD. Apart from these all, Global Sea Level Rise will surely influence Gujarat Coast. Here is some statistics given in case of Sea Level Rise rates varies from 4 feet ( 60 cm ) to 8 feet ( 240 cm) occurred, what will be an impacts on Gujarat Ports?

There are various predictions of amount of sea level rise by various authorities as indicated above. But it is sure that there sea level rise occurred on account of continuous ice melting from polar regions, ambient temperature of sea is increased substantially and also locally lots of silts are being dumped into the sea due to catchment area of all rivers discharging to sea are deforested.

Here is some exercise is done that corresponding to low, intermediate higher, higher and extreme rise in level of sea as predicted in the foregoing paragraphs, how it could be benefitted to Gujarat Ports’ cargo handling capacity and Indian ports ‘ cargo handling capacity. If the draft of the vessel is increased, there is cargo carrying capacity of laden draft on the basis of centimetre per ton is increased. So level of sea is increased, vessels visiting the ports would carry more cargo based on increased draft in per centimetre basis.

Note: Author acknowledges the adverse impact of sea level rise phenomenon but attempts to see a chance in this adversity.

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by invitation

Seafarers caught in the crossfire of political turmoil

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n May 12, 2019 there was a news flash that reported 7 vessels have been attacked while anchored off the port of Fujairah, which is located on the eastern seaboard of the UAE. This was later updated and corrected to 4 vessels. Both the Saudi-flagged crude oil tanker Amjad and the UAE-flagged bunker vessel A.Michel sustained damage in the area of their engine rooms, while the Saudi tanker Al Marzoqah was damaged in the aft section and the Norwegian tanker Andrea Victory suffered extensive damage to the stern.

The ships were anchored in UAE territorial waters for bunkering in Port of Fujairah.

The Ministry of Foreign Affairs of the UAE reported that the ships had been subject to a “sabotage attack”. The UAE launched a joint investigation probe with United States and France. The initial investigation assessment determined that 5-to-10-foot (1.5 to 3.0 m) holes near or below all the ships’ waterlines were probably caused by explosive charges.

The incident occurred amid increasing tension between the US and Iran in the Persian Gulf region, leading US officials to suspect Iran of being behind the attack. The UAE government did not accuse any perpetrators, stating that the report of the investigation probe must first be finalized.

Fujairah port is the only Emirati terminal located on the Arabian Sea coast, bypassing the Strait of Hormuz, through which most Gulf oil exports pass. Almost all oil exports of Saudi Arabia, Iraq, UAE, Kuwait, Qatar and Iran itself – at least 15m barrels per day – are shipped through the strait. The world’s largest crude oil storage centre is also being built in Fujairah.

While the shipping world was still coming to terms with what exactly happened and why the ships were targeted, just a month later on June 13, 2019, two oil tankers were attacked near the Strait of Hormuz while they transited the Gulf of Oman. The Japanese Kokuka Courageous and Norwegian Front Altair were attacked, allegedly with limpet mines or flying objects, sustaining fire damage. American and Iranian military personnel responded and rescued crew members. A Dutch vessel 14

en route to Dubai rescued 21 people, mostly Filipinos, from Kokuka Courageous. This was confirmed by the Dutch shipping company Acta Marine. The 23 crew of Front Altair were first rescued by a nearby South Korean vessel, Hyundai Dubai. The South Korean Hyundai Merchant Marine Company confirmed the rescue and said the vessel later handed over the rescued crew members to an Iranian rescue boat.

In the aftermath of the 12th May attack, the Joint War Committee, which includes representatives of Lloyd’s of London and the International Underwriters Association of London, said waters off Oman, UAE and the Persian Gulf had been added to a list of areas of “perceived enhanced risks” as they could not rule out further attacks. The move may increase insurance premiums for oil tankers and other vessels operating near the Strait of Hormuz and the surrounding areas, a key oil choke point that has come under the spotlight as tensions between Saudi Arabia, the US and Iran have intensified.

While all this was happening all around the Middle-East, very few people, if any, would have given thought to the mental situation of the merchant seaman on board all those ships which were attacked.

The seamen, through no fault of their own, are now firmly in the crossfire between possibly two very powerful countries and their allies. The people employed on board these ships have no political affiliation with any country. They are only concerned with the transportation of goods from one point of the world to another. It could be due to this reason, that seafarers become an easy target because they have little or no means to defend

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themselves in case of an emergency or war like situation.

There seems to be the possibility of using guards like the ones which were used at the height of the somali piracy situation, but due to the fact that the area where these attacks happened are not within the designated high risk area of the Indian Ocean, armed guards cannot be placed onboard the vessels during their transit through the area.

Unarmed guards can be employed, but that means the shipowner will have the additional burden of paying for these services and no owner likes to spend more than what is necessary, especially when it comes to operating costs.

The writer has personally spoken to a few colleagues who are even contemplating quitting the sea career for good. Based on the recommendation of insurers and the International Maritime Bureau for Piracy, there are a few things that ship staff can do when transiting the area.

Basically enhanced vigilance is the need of the hour but at the same time, safety of navigation should also be kept in mind because the Strait of Hormuz and Persian Gulf area is one of the busiest seaways in the world.

You cannot afford even a moment of complacence when navigating in this region. Seafarers, in addition to taking enhanced safety and security measures as identified in their Ship Security Plans, could say a silent prayer to Saint Nicholas, the patron saint of sailors.

Or to any other deity that they belive, to allow these tough times to pass and for them to continue sailing the open seas right upto the edge of the horizon.

Capt Shehwaz Riyaz Marine Superintendent, Celestial Meridian Shipping, E-mail: shehwazriyaz@outlook.com (Views Expressed Are Personal)

HOPE AFLOAT

Ship-Owners’ body expects Modi 2.0 to release a National Shipping Development Policy

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ndian National Ship owners’ Association (INSA), the national body of Indian flagged shipping companies, supportsand appreciates the second mandate bestowed on NDA by the people of India.

In a statement issued here, INSA has a request for Modi 2.0 – to finalise a comprehensive Shipping Development Policy that would enable India to triple its national fleet and recapture its position as one of the leading sea powers in the world.

Having a large fleet would automatically increase commercial security for the supply chain of strategic Indian cargo and will lead to retention of freight which is valuable foreign exchange currently being taken out by foreign shipping company. Studies estimate that Indiapays in excess of Rs. 3 lakh crore as freight to foreign shipping companies.

At a meeting held to introduce INSA to Shri Mansukhbhai Mandaviya, Hon. Minister of State, Shipping, (Independent charge), Capt. Anoop Sharma, chairman Shipping Corporation of India 16

said “We are glad that a young and dynamic leader like Mansukh L. Mandavi-

Mr Anil Devli, CEO,INSA ya has been given our portfolio. We are certain that under the visionary leadership of Shri Narendra Modi, he would steer the domestic ship-owning industry towards growth through effective and timely measures.”

According to Mr.Devli, CEO, INSA, who was present on that occasion, the Minister showed great interest in the state of the national fleet noting that Indian currently ranks 16th in the world fleet and has a long way to go. “We expectto

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see policies which would enable the Indian fleet to triple in size and increase its share in the EXIM trade of India, thus reducing India’s humungous freight bill currently being paid to foreign shipping companies,” he added.

The Indian tonnage is ranked 16th in the world and with concerted efforts of the Government and all concerned stakeholders, itwould not be difficult to try and achieve the 11th rank by 2030. Currently, the size of Indian national tonnage is 17974as per UNCTAD and India could aim at tripling the same.

INSA shall soon be submitting its suggestion on policies that would aid a modal shift of at least 20% domestic cargo from road to coastal shipping and inland waterways by 2022. This is beneficial to India’s effort to grow usage of water as a mode of transport, decongests its roads and achieve lower carbon emissions.

Atwo-pronged national maritime strategy addressing both EXIM and coastal shipping would enliven the entire maritime sector.

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maritime history: NIO study

Sea treasures of Narmada merged which indicate a high siltation rate at this particular place. Due to construction of several dams on the river Narmada, a complete flush out of sediment by the upstream water reduced drastically which perhaps responsible the silting of the downstream of the river as the area is falls within the tidal zone. This jetty was in use until the construction of bridge on the river about 130 years before.

Bhadbhut he site has been described as early historical site in archaeology literature.

There are plenty small boats anchored along the river Narmada. There is temple known as Bhareswar which was under construction. There were some large sized bricks found during foundation digging, these bricks appear to be of early historic period however, no pottery was available to associate the period for these bricks. An old pond which is still in use was observed in middle of the village where some old construction was noticed. The closer examination of this structure indicates that it may be of medieval or colonial period and some old brick were reused in the construction.

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ational Institute of Oceanography (NIO) team’s coastal exploration along the estuary of the river Narmada yielded the evidence of port installation in Bharuch and found several early historic sites along the downstream of the river Narmada. Interestingly, there is a temple dedicated to Sikotara Mata near Dahej which is worshipped by the navigators and fishermen. On the south of Narmada, a protohistoric site called as Bhagatra situated on a small creek known as Kim was investigated in detail.

Narmada, the largest river flows to the Arabian Sea from the west coast of India, has played an important role in the history of human evolution. The oldest human remains of the Indian subcontinent reported from the bank of Narmada. The estuarine region of the river also witnessed the hectic maritime activities since the mid-Holocene and continued till date. Though it has been tough to navigate in the Gulf of Khambhat to reach Bharuch but high tidal ranges have supported significantly in the era of boat dragged through wind and sea current

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Bharuch ne of the most celebrated early historic town of the western India is situated on the northern bank of the river Narmada. In the past it has been known as Bharukaccha (Bhrhukaccha)- Bharukaccha (sea-marsh), Bhrgukaccha, Bhirukaccha and Baryagaza of Ptolemy and the Periplus of the Erythraean Sea. The author of Periplus of the Erythraean Sea provides the most detailed description of the town of Baryagaza particularly approach to the port, trade and commerce. It was known as ‘Po-lu-ka-che-p’o’ at the Chinese pilgrim, Hiuen Tsang. The earlier archaeological explorations yielded the evidence of a protohistoric settlement and a thick deposit of early historic period which continued till medieval period. The present exploration was focused on the bank of the river. A British period abandoned port was noticed which is known as Furza Bandar and is situated towards west of the fort area on the northern bank of the river Narmada. It is also known as Juna (old) Bharuch. The remains of jetty and bollard are visible and presently the surface of jetty and level of river bed has been

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Chawaneswari he site is visited about 2 km south of Manar and place is called Chawaneswari. There is a temple of a Devi locally called as Chavaneswari, on an archaeological site. The site is spread over a large area and some sherds appear to be of chalcolithic/ late Harappan period but there is well defined early historical stuff.

The site is situated about half a km from river bank. Earlier explorations yielded the remains of Harappan sherds comparable to Rangpur IIB and IIC besides an early historic settlement. During the exploration a lot of polished stones were noticed (Figure 3) from the site. The surface exploration indicates that site was involve in collection of varieties of stones and must have processed and supplied to the sites of Saurashtra through sea route as it was just to cross other side of the Gulf.

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Bhagatra he site is about 60 km southwest of Bharuch on the north bank of the Kim estuary. Ancient mound is known as Bhagatra is on a small creek connects the site on the western margin. The site is approachable from village Jetpur which is just 2 km on the north of the site. Earlier explorer (Rao, 1962:190) has mentioned that the mound is about 8 ft high and about 7 ft cultural deposit was encountered in two periods. Period I belong to the mature Harapaan and late Harappan comparable with Rangpur IIA and B whereas period II is assignable to the medieval period. Rao also hypothesized that this may the south most Harappan port and served as stone raw material supply point to the Harappan settlements of the Saurashtra and Kachchh region. The site is spread over an area approximately 100 m X 60 m and the entire site is under cultivation. On the northwest side of the mound a pond has been dug and perhaps some part of the mound has been damaged. The surface collection suggests that there is protohistoric as well as medieval period settlement, thus partially confirming the earlier observation.

The location indicates that this site played significant role in maritime activities as a cowry and a shell was found from the site during the exploration.

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Investigation at Bhagatra trial trench measuring 2.5 X 5 m was opened on the margin of the site and close to a channel of Kim creek. Total cultural deposit noticed up to 2 meter deep from the surface of the trench. There is about 60 cm deposit of protohistoric settlement and remaining is of medieval period. The protohistoric pottery is very different when compare with those protohistoric settlements of Saurashtra and Kachchh. There is complete absence of typical protohistoric bowl of Saurashtra sites. Other shapes and paintings are very similar to those reported from early phase of Malvan. A few antiquities of proto historic period also found including a chart blade, a carnelian bead and splinder wheel. The second period is identified as medieval period and majority of pottery is comprised of back ware and main shape is of carinated handi. The remains of iron

slag have been found from this level, indicating a manufacturing and processing centre and must have been transported through the sea route to the other sites of Saurashtra.

Sikotara Mata Tradition: .R. Rao referred a small shrine on the mound of Lothal dedicated to the sea goddess called as Vanuvatimata or Sikotara Mata which was later shifted to a few hundred meter away from the mound and local people still worship the goddess.

There are several temples across the Gujarat coast dedicated to sea Goddess called as Sikotara Mata which are located near

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Navibandar, in Khambhat, near Dahej on the mouth of Narmada, and on the mouth of river Tapi. As per tradition observed along the Saurashtra coast the fishing communities known as Kharva and Koli offers prayer at the nearest Sikotara mata temple before launching the boat in the sea and also in the beginning of new fishing season after the monsoon. Thus the tradition of Sikotara mata is associated with maritime activities along the Saurashtra coast. The origin of Sikotara Mata perhaps associated with the island of Socotara situated in western Arabian sea and

presently fall under administrative control of Yaman. Interestingly archaeological information available from the island suggests a close association with Gujarat right

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Conclusion

he exploration mainly focused on to document ancient remains of the port, jetty or related to maritime activities. However, industrialization and rapid development along the coastal area has been a major concern in the recent past for the preservation of archaeological sites in this region. Many of the earlier reported sites are not traceable anymore and many of them have been reduced significantly in size.

The exploration has been significant in view of the retracing of ancient remains along the Narmada estuary. In the course of exploration, none of the sites had remains of Harappan element.

Thus, there is serious issue the extension of Harappan domain in Narmada region. Rao excavated Bhagatra and proposed that a cultural sequence commencing with mature Harappan, late Harappan and medieval period. Scientists did not come across any element which can indicate the influence of Harappan in the pottery of Bhagatra except some painting which could be similar even of two different groups.

But none of the sherds recovered has similarity with the sites in Saurashtra or Kachchh. So far a single date from Malvan indicates the earliest habitation around the 15th century BC and occurrence of some lustrus red ware sherds indicate a post Harappan settlement and definitely not Harappan.

from the beginning of the Christian era as large number of inscriptions on Brahmi, devnagari and early Gujarati scripts have been recorded in Haq cave.

(The study was done by AS Gaur and Sundaresh of Goa-based National Institute of Oceanography)

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positive signs

35% growth in employment of sea farers: Mandaviya

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n the occasion of the International Day of the Seafarerstoday, the Union Minister of State (I/C) for Shipping Shri Mansukh Mandaviya reiterated the Government’s commitment towardsproviding an enabling environment for the growth of seafarers in India. In a message on the occasion the Minister said “Seafarers are unsung heroes of Shipping, the industry on which everyone, everywhere relies for the goods we all need and want.”The Minister also said , “The Government of India is committed to provide an enabling environment for growth of seafarers from India.”

“The shipping sector has witnessed an unprecedented growth of 35 per cent in the number of Indian seafarers employed on Indian or foreign flag vessels this year. The figure rose from 154349 in 2017 to 208799 in 2018. The number has doubled since 2013, when it was just 1,03,835”, he said He further stated that this phenomenal growth in the number of Indian seafarers has been possible due to a series of measures taken by the Government during the last four years to improve the standards of maritime training, increase on-board training opportunities, improve the examination and certi-

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fication system and facilitate ease of doing business.

“While India has created a large capacity in imparting class-room training for Merchant Navy, there was a major constraint in providing on-board ship training for the

students enrolled for class room training.

However, I am glad to state that the number of students placed for on-board training has increased from 14307 last year to 19545 this year, showing a jump of nearly 37 per cent”, he said.

Shri Mandaviya informed that the training curriculum for the officers and the ratings were revised in 2016 not only to meet the global standards but also to meet the expec-

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tations of the foreign employers.

To regulate the training institutes working in private sector, a system of ‘Comprehensive Inspection Programme’ (CIP) was designed to assess the quality of the institute on various parameters such as infrastructure, quality of students’ intake, quality of faculty, pedagogy, performance in examination, on-board training and placement of students.An e-learning module was prepared to standardize the course material of these institutes and provided free of cost to all Indian seafarers to allow them to upgrade their knowledge and skills before appearing for the examination. To ensure increase in the supply side, a 15-year-old ban on setting up of new training institutes or increasing the capacity of the existing training institutes was lifted with certain conditions.

In addition to these, major regulatory relaxation was made in 2017 for obtaining Continuous Discharge Certificate (CDC).

CDC is an identity document for a seafarer. The CDC process has also been made online. DG shipping has issued more than 70,000 CDCs under new CDC rule in 2018.

Source: PIB

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health

miraculous healing power of sea salt

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CD and many other ailments like migraine, anaemia, leucocytosis, gout, goitre, diabetes, depression, sinusitis ,constipation, hypertension,urticaria, warts,eczema, alopeciaand many more can be relieved through homoeopathic remedies prepared using NaCl(common salt).

We all know that salt is a constituent of seawater. Salt is the second most common substance in nature, water being the first. It is an important component in regulating the balance of body fluids.

Here I would like to share the case of a 14 year old boy who was successfully cured of OCD. This teenage boy was brought to my clinic by his parents with complaints of nausea and vomiting. There was no hints of eating outside food. I could sense that his gastritis problem had something to do with his mental health as he appeared scared and shaky. On talking to him, I came to know that this boy who was in 10th grade, did not like school as his teachers scolded him and he was also ridiculed by his classmates. He was also not able to complete assignments on time as he would re-write or erase again and again looking for perfection and hence get delayed in completing his work. His constant queries would also irritate and annoy his teachers who felt he was disturbing the class. On the contrary, he was scoring very well in projects as his work was very neat and his handwriting was so good it looked like print. However, the

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pressure of board examsstressed him which resulted in vomittingeveryday before going to school. He also revealed that he liked one of his classmates and wanted to express his

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What is OCD?

bsessive Compulsive Disorder (OCD) is a mental disorder in which a person feels the need to perform certain routines repeatedly (compulsions) or has certain thoughts repeatedly (obsessions). A person suffering from OCD is typically unable to control thoughts or activities for more than a short period of time. Common compulsions include washing hands, counting thingsand checking to see if a door is locked. Some may even have difficulty throwing things out. These activities occur to such a degree that the person’s daily life is affected negatively. The condition is associated with tics, anxiety disorder, and an increased risk of suicide. The causes of OCD are could be genetic, child abuseor a stress inducing event. Treatment could involvecounselling and homoeopathic medication.

feelings to her but his parents had advised him to concentrate on studies first. The boy had supressed his feelings and was upset due to this too. Parents wanted to send him to school as exams were approaching but they

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were unaware that their child was suffering from OCD. On further counselling I realised that the boy would often talk of committing suicide.

He was also irritated with the tick tock sound of the clock. He used to fill his glass with water till the brim and drink till the last drop. He used to get epileptic fits occasionally, however EEG reports were normal.

Later we counselled his parents to change their approach and even teachers were told that it was fine if he scored less as health is more important than achievements at this stage.

The boy was put on medications andcalled weekly. His nausea, vomiting and thoughts of suicide vanished within the first week. Parents were also relieved that their child was returning to normalcy, eating well and going to school. He had also stopped stressing over incomplete assignments. Further, he was given achievable syllabus to prepare for boards on a daily basis. He was advised a balanced meal and good sleep. Despite all this, the boy secured 76% in his board exams. Today the boy is a confident person and dreams to become a scientist. He is able to live a carefree life and can cope up with any situation.I am sure by God’s grace he will be what he wants to be.

Caution: Please take medicines only after consulting your homoeopath . Do not self-medicate yourself.

MARINE LINES, July-August 2019. RNI No. Under Process, Title Code: GUJENG16193