Monday, February 17, 2014

At Arctic archipelago, the heat is on

Source:http://barentsobserver.com/en/arctic/2014/02/arctic-archipelago-heat-14-02


The average temperature at Svalbard is so far this year almost 15 degrees above normal.

By Atle Staalesen
February 14, 2014

Usually, February is a freezing month at the far Arctic archipelago of Svalbard. But this year is different. Over the last 30 days, the average temperature has been only 1,6 degrees Celsius, almost 15 degrees above normal.

Normally, the average February temperature at Svalbard is minus 16,2 degrees.
“We are talking about temperatures and temperature variations, which we normally never encounter”, Trond Lien from the Norwegian Meteorological Institute says to NRK. The reason for the abnormal temperatures is a long-lasting low pressure over the southern parts of the Norwegian Sea and the Northern parts of the Atlantic.
As previously reported by Barents Observer, there have over the last years been several cases of extreme weather changes at Svalbard. On the 30th January 2012 , the town of Ny-Ålesund got an unprecedented 116 mm of rains, while the average temperature for the month was as much as 11,9 degrees above normal.
Researchers conclude that key parts of the Arctic is facing more rains and warmer temperatures.

Svalbard is experiencing extreme temperature changes (Photo: Thomas Nilsen)


The changes are affecting wildlife in the area. Along with the temperature increase, the number of reindeers at the archipelago has almost doubled. Since 1994, the average temperature at Longyerbyen, the local administrative center, has increased by 2 degrees.
The Russian Ministry of Emergency Situations forecasts an average temperature rise in the Arctic of around 7 degrees this century. The ministry warns of potential dramatic natural disasters caused by global warming in Russia’s northern territories. 

Thursday, February 13, 2014

Globalisation & Shipping – a critical analysis


BY DR. SURESH BHARDWAJ
Master Mariner
Source: http://www.sagarsandesh.com/news/globalisation-shipping-a-critical-analysis/

Transportation is said to be the fourth cornerstone of globalization along with telecommunication, trade liberalisation and international standardisation. In transportation, it is the maritime transport that dominates this sector with 80% of share by volume. Matter of fact, the growth rate of world trade and consequently the seaborne trade is exceeding the growth rate of world GDP. It stands to reason that it is the reducing cost of marine transportation that facilitates growth of trade thereby contributing positively to the growth of economy.

The efficient port operations, economies of scale achieved on size of ships and importantly the economic advantages drawn out of globalisation have all contributed to this lowering of cost.

Shipping is today an integrated constituent of global supply chains, so marine transportation is constantly under pressure to contribute to its nuances of cost, time compression, reliability, standardisation, just-in-time delivery, information system support, flexibility, customization, etc.

However, it also needs to be noted that maritime transport is a safety-critical industry. Hence concerns for human safety and environmentally safe operations co-exist with service quality that includes operations and management efficiency. Shipping produces its service with the ship as its core constituent unit that operates geographically remotely and in a high risk environment and the unknown – out of sight – seafarer lies at the heart of it.

The phenomenon of globalisation

Extant literature is rife with arguments that globalisation is a form of capitalist expansion that entails the integration of local and national economies into a global, unregulated market. Although economic in its structure, globalisation is equally a political phenomenon, shaped by negotiations and interactions between institutions of transnational capital, nation states and international institutions. Its main driving forces are institutions of global capitalism, but it also needs the firm hand of States to create enabling environments for it to take root.

Globalisation is always accompanied by liberal democracy, which facilitates the establishment of a neo-liberal state and policies that permit globalisation to flourish. Contrary to the development theories that conceived development as ‘national development’, present notions underlying neo-liberal economic development being pushed through globalisation re-conceives development as global competitiveness within the global market place.

The neo-liberal freedom as a concept gets tied down to free markets where people are free so long as they submit to the dictates of deregulated free markets.  Significantly, the race to the bottom hypothesis argues that states in their competition to attract mobile capital must converge to the lowest common denominator.

Economic globalisation thus underpins the state-capital-labour relationship. The increasing dependence of national economies on the global economic flow of investments sees financial capital play off one territorial jurisdiction against another to gain optimum return including labour that is cheaper, more flexible and more easily subjected to hard work.

As nations compete amongst themselves the content of their labour laws are watered down to the detriment of their workers including those that protect their rights. Even ILO has conceded that while there is improvement in global production systems, globalisation has impacted work and worker relations, compromising the observance of core labour standards.

A growing amount of literature on social dimensions of globalization shows that many are wary of the so-called benefits of globalisation. Labour fortunes are undermined by an ideological discourse that upholds profit as a sign of efficiency that will generate the required levels of productivity to sustain economic growth for national development. To succumb to labour demands or interests would render an economy inefficient and directed towards failure, thus making out labour ‘standing in the way’ of national progress if it insists that its interests should be considered.

In this way, while globalisation is about removing State restrictions on capital, it seeks also to control labour by making believe that social protection and job security are uneconomic and inimical to economic growth. Such economic policies that purport to separate efficiency issues from equity treat labour as a commodity and runs counter to the interest of workers.

‘Labour market flexibility’ and ‘capital market flexibility’ appear as symmetric policies but they have very asymmetric consequences – and both serve to enhance the welfare of capital at the expense of workers.

Globalisation & Shipping

The maritime business is no exception to these pervasive forces of globalisation. The extra-ordinary element for the shipping industry is the fact that the law of the seas is grounded in the notions of freedom of the seas with underlying principles of navigation of the oceans freely, a ship’s national State having exclusive dominion over that ship and no other nation can exercise dominion over that ship.
The Flag of Convenience (FoC) phenomenon and later mimicked by the international registries that is encouraged in such an environment shows the veracity of de-regulation of the marine industry. This conforms to the notion of globalisation theory put forth earlier and explains the minimalistic attitude adopted by the industry regulators.

The fact that an international regulation is enacted upon a nation by nation basis which remains keen to make its States an attractive choice as regulators, the sovereign privilege creates an unregulated environment where capital is free to act as it pleases.

The ‘low road’ globalisation of employment relations is in sharp contrast to what was historically an icon of national identity involving citizen employer and citizen seafarer. The appeal of ‘open registers’ to ship owners lay in the offer of low wages, lower taxes and less rigorous regulatory environment unlike traditional national fleets.

There is widespread laissez-faire approach which has resulted in significant restructuring of its labour market to the detriment of the seafarer where ineffective regulatory infrastructure, weak employment practices, the absence of trade union support and lack of organisational trust in the shipping context manifest deeper sociological issues and organisational weaknesses in the shipping industry.

Contractual appointments, fluid labour markets and high crew turnover result in lack of commitment by a transient workforce in as much as employers being indifferent to them. With the special conditions of seafarers’ occupation and employment relations the seafarers consider the agent or the third party manager who intervenes to secure his employment as employer rather than the principal that employs him.

Ship management companies engage the services of specialist crewing agents who offer competitive services by engaging labour from the new labour supply countries and intensify their use through reduced crewing levels and extended working hours afforded by registering vessels under FoCs associated with lower regulatory cost, weak labour rights and lower wage levels.

Today the world’s largest fleets are attached to FoCs and over the last 25 years, 80% of the world merchant fleet has been manned with multicultural crew, i.e. one ship having crew from different countries and different cultural backgrounds thus throwing up its own challenges.

Under the influence of forces of globalisation the industry structure becomes fragmented giving rise to ‘split incentives’. It is seen that in the international shipping environment there are myriad of actors in a common enterprise. This starts with the ship owner himself who has become a mere asset player. This creates failures and barriers in its holistic and well founded development of the industry.

In summation, while the seafarers’ commitment to the industry remains unequivocal, the economic short-sightedness of the split-incentivised industry is seen to totally ignore him, when he is the keystone to the industry and on whose performance the fortunes of all hinge.

Wednesday, February 5, 2014

New Land Policy comes as a breather for Chennai Port

Source: http://www.sagarsandesh.com/news/new-land-policy-comes-as-a-breather-for-chennai-port/

The new Land Policy unveiled by the Shipping Ministry could bring the much needed relief to the Chennai Port, which was struggling with its idle plots after the Madras High Court banned handling of dusty cargoes like coal and iron ore here, Port Trust Chairman Atulya Misra has said.

Speaking to reporters after explaining about the advantages of the Shipping Ministry’s new policy on land utilization here, he said: “The new policy guidelines provide us a great opportunity to make up the losses incurred after High Court-effected ban on handling of coal and iron ore in 2011. After the court order, both the plots remain vacant and not generating the revenue it had generated over the years.”

With the new land utilization policy in place now, Chennai Port can go for a long term lease of those idle plots (iron ore and coal yards) and if we succeed in getting a best offer in the process, it would help us make up the Rs. 150 to Rs. 200-crore loss incurred due to ban on handling dusty cargo, Mr. Misra told reporters.

It may be noted here that the new policy brings in a transparent mechanism for leasing and licensing of land in possession of Major Ports (operated by the Ministry of Shipping) inside the Custom bonded area for short term licences (from the existing 11-month period up to five years now) and outside the Custom bonded area on long term leases for a maximum of 30 years.

“For any investor, who wanted to pump in a huge sum to develop infrastructure facilities at the plot he was allotted by the port management for handling cargo, the 11-month period brought uncertainty on renewal of lease and hence it proved detrimental in convincing the investor. Under the new policy, the period of five years would definitely help the investor as the plot has to remain under his custody for a longer period,” Mr. Atulya Misra added.

Mr. Misra stated: “With the approval of the Union Cabinet, a major hurdle that prevented the growth of Major Ports has been removed. Till recently, Major Ports were not permitted to allot lands on long term leases, whereas the minor ports (across the country) were not having such problems. The new policy would enable us to become competitive. Even those who do not have exposure to port activities can take part in port projects.”

Mr. M. A. Bhaskarachar, CMD, Ennore Port, said that the new land policy would also help the port in a great way. “Though most of our existing land has been allocated for different players already, the new policy would come as handy when we acquire about 735 acres of land from the Salt Department for expansion activities in future.”

Besides HoDs of the Chennai Port Trust, Mr. P. C. Parida, Deputy Chairman, Chennai Port Trust, attended the event and made a presentation to Media persons on the new land policy.

Chennai hosts Customs Preventive Service Federation conference

Source: http://www.sagarsandesh.com/news/chennai-hosts-customs-preventive-service-federation-conference/
(From Left) Mr.D Srinivas - President(CCPSA), Mr.Venugopal Nair - President(AICPSF), Mr.S Ramesh - Chief Commissioner of Customs, Mr.Sanjay Kumar Agarwal - Commissioner of Customs(Air Cargo & Airports), Ms.Jane K Nanthaniel - Commissioner of Customs(Imports), Mr.Mayank Kumar - Commissioner of Customs(Exports) and Mr.I B Mishra - General Sectary(AICPSF) during the meeting.

The All India Customs Preventive Service Federation, which is the apex organization representing the Preventive Officers and Superintendents of Customs of Kolkata, Visakhapatnam, Chennai, Cochin, Goa and Mumbai organised its 43rd Annual General conference for two days in Chennai from Jan. 24.

According to official sources, the main focus area at the meeting was the proposed restructuring of the cadre departments and detailed deliberation on issues relating to the welfare of the officers and evolving a consensus approach to the future challenges.

Inaugurating the conference, Mr. S. Ramesh, Chief Commissioner of Customs, Chennai Customs Zone, said: “When I joined in 1981, this was a much admired profession. The Customs was a highly sought after posting and we had achieved so much that several movies were made portraying some of our success stories.”

Mr. Ramesh stated: “The Customs Preventive Wing is the face of the department and your job is critical. I hope you will carry on your stellar performance. I do accept there are several issues that the department faces and we are taking this up seriously.

According to a Media statement, some of the major issues that were discussed in the conference include stagnation in promotions, shortage of man power and suitable pay package for the officers and removal anomalies by the 7th Central Pay Commission.

It may be noted here that the Federation has been battling the issue of acute stagnation in the promotion to the grade of Assistant Commissioners from the Superintendents for the past more than two decades. The officers with more than 35 years of service are yet to get their second promotion. By raking up the issue at the meet, the Federation expects the Government of India (Ministry of Finance) to find a lasting solution to the problem.

Besides, shortage of man power is another issue which is haunting the organization, as the officers are put under unreasonable work pressure which is affecting their health as also the efficiency of the department. Every officer is made to work extra hours on a day-to-day basis.

Cadre restructuring is underway in the department and we look forward to the Central Board of Excise and Customs to allot adequate manpower to the field formations and re-organise them in such a way that the manpower is utilized to its optimal potential,” said one of the participants in the conference.

Since the Preventive Officers and the Superintendents form the backbone of the Customs service and they are in the forefront of anti-smuggling work and are often victims of backlashes, the department is looking towards the Central Board to offer them support when faced with such issues, he further appealed.

Monday, February 3, 2014

'Miracle Man of the Pacific'


EXCLUSIVE: First picture of the 'Miracle Man of the Pacific' who survived 14 MONTHS adrift. Fisherman stumbles ashore, saying 'I can't remember much, it is all one thought - the sea, the sea'

By RICHARD SHEARS and KAREN EARNSHAW IN MAJURO, MARSHALL ISLANDS

PUBLISHED: 02:22 GMT, 3 February 2014 | UPDATED: 05:02 GMT, 3 February 2014
 
This is the first picture of the 'Miracle Man of the Pacific' - the fisherman who survived on turtle blood, raw fish and seagull flesh for more than a year as he drifted helplessly across the world's largest ocean.
Stumbling ashore today at a dock in the Marshall Islands from a naval boat that picked him up on an outlying atoll, Jose Ivan managed a smile before telling MailOnline: 'I'm alive - I'm alive and I can't believe it.'
He had drifted in his 24ft boat for 14 months across 8,000 miles of treacherous seas, finally dragging himself ashore on the remote Ebon atoll with a long beard and tangled hair, his skin scorched dry by the unforgiving sun, his shorts in tatters from decaying sea salt.

Speaking through a Spanish-speaking interpreter on the waterfront of Majuro, the Marshall Islands capital, before boarding an ambulance to take him for a check up at the local hospital, he told MailOnline: 'I thank God that I am here.' He raised his hands together in prayer and looked to the heavens.
But through an interpreter, he said: 'I cannot remember much about my journey. It has all gone into one thought - the sea, the sea.
 
'We were fishing for sharks when the North Winds took us out to sea,' he said today as he struggled to recall elements of his ordeal.
Jose Ivan told MailOnline that he was not Mexican but was from the central American country of El Salvador.
But he had been living and working in Mexico for 15 years, shrimp and shark fishing, and was making his way to El Salvador when his fibreglass boat ran into trouble.

'I wish I could remember more about what happened to me out there,' he said. 'I think I need time to remember. It has been so long. 
'I know I thought about my family all the time. I know they would have been worried about me, thinking that I was dead. Yes, I know I am so lucky to be here, alive.'
When the naval ship arrived from the outlying atoll today it was immediately boarded by the American Ambassador to the Marshall Islands, Tom Armbruster.
He asked Jose about his health and said after that visit that he was surprised at how well the survivor looked, although his blood pressure was low.
He walked down the gangplank from the naval ship looking plumper than many expected, but a doctor said it was because his body had probably swollen from the conditions he had experienced.
As he boarded an ambulance, he was asked: 'Did you pray a lot?'
Through the window he raised his hands in an attitude of prayer. 'Always,' he said.
Jose still wore the beard that had grown during his sea ordeal as he today stepped ashore from the naval patrol boat which picked him up.

He walked a little unsteadily as he stepped from a gangplank, clutching a can of soft drink, his hair still tangled.
He was wearing a brown jacket and black shorts supplied to him by villagers on Ebon atoll and he wore flip flops.
Jose managed a brief wave to a small crowd - some of whom clapped - who had gathered at the dock for a glimpse of the survivor who was now being referred to as 'The Miracle Man of the Pacific'.
He was fishing with a friend whose name, said the interpreter, was something like Exvikele, but without water or enough food to survive, the second man died after four weeks. 'I am sad for him,' was all he was able to say about his friend.
Ambassador Armbruster said later that while speaking to the survivor, he was not in a position to reveal the dead man's family name and home town because that would have to come from the Marshall Islands' government.
However, Mr Armbruster said he had established from Jose that his companion was a 'young man' aged between 15 and 18.
A local Marshallese woman said that from her experience of other people who had died in remote locations it was because they had not been able to consume raw food - they kept vomiting it up - and this might have been why the fisherman had died.
Mr Armbruster, who speaks Spanish, said that in his brief conversation with Jose, the survivor had spoken of the north winds and a storm that had led to them drifting out into the vast Pacific.
The two fishermen had set out from the town of Tapachula, near the border of Guatamala on their ill-fated expedition for sharks.
Mr Armbruster said: 'This is an incredible sea story of a man who went fishing for a day and ended up many months later on an atoll in the middle of the Pacific.'
During an earlier radio conversation with MailOnline, Jose said he was 'tired and sad' after a drifting helplessly through the treacherous waters of the Pacific.
Despite earlier reports that he had left his port in September 2012 to sail to El Salvador, he said over the crackly radio transmission from ship-to-ship that he had in fact set out to sea December 21 of that year.
It is understood his small boat encountered engine trouble and the currents carried them out into the ocean. 
Despite their attempts to attract other vessels, they continued to drift further out to sea - and it was then that their desperate struggle to survive took up every minute and every ounce of energy.
Jose has told islanders who found him emaciated on an outlying atoll and he had struggled to survive by drinking turtle blood when there was no rain and had eaten raw fish.

He did manage to show a trace of humour despite his terrible ordeal, however.
'If someone gets me home, I'm sure my boss will pay,' he said in that first radio transmission. 'I'm desperate and I want to get back to Mexico, but I don't know how.'
His words were evidence of his state of mind - a man who appeared bewildered at reaching land and falling into the arms of kindly villagers on Ebon atoll. He was fed and given water and given a bed to rest his emaciated body.          
Officials in Majuro were told that despite the care he had been given by the people of Ebon atoll and the fact that he had been able to walk around the village, he was still in poor health and preparations were made for an ambulance to meet him when the patrol vessel docked.
As word spread around the Marshalls about the miracle survivor of the Pacific, no group of people were more excited at having encountered him than the villagers on Ebon, the most southern of the island group's atolls. 
With a population of just over 700 people, it lies about 230 miles from Majuro - and it is believed that it was just 'the luck of the currents' that resulted in the fisherman being cast ashore in his battered fiberglass boat with propellerless engines on the thin strip of land that makes up the atoll.
It was by chance that two villagers saw the man and answered his desperate waving. Before them, hardly able to stand, was a figure with long beard and unkempt hair.           
Jose was taken by small boat to another part of the atoll group where a young Norweigian anthropology student, Ola Fjeldstad, managed to have a broken conversation with him and learn something of his amazing story of survival. 
It was then that the local mayor, Ione deBrum, used the atoll group's only phone to put a call through to the Marshall Islands Ministry of Foreign Affairs and his existence became known.             
His words over the radio today made it clear, however, that his immediate plan, once his health had returned, was to return home to his family in Mexico.
Stories of survival in the vast Pacific are not uncommon. In 2006, three Mexicans made international headlines when they were discovered drifting, also in a small fiberglass boat near the Marshall Islands, in the middle of the ocean in their stricken boat, nine months after setting out on a shark-fishing expedition.
They survived on a diet of rainwater, raw fish and seabirds, with their hope kept alive by reading the bible.
And in 1992, two fishermen from Kiribati were at sea for 177 days before coming ashore in Samoa.

Saturday, February 1, 2014

Murmansk takes control over Arctic ports

Source: http://barentsobserver.com/en/arctic/2014/01/murmansk-takes-control-over-arctic-ports-31-01

By Trude Pettersen (January 31, 2014)


Port of Murmansk will become the head administration office for all port in the Russian Arctic. (Photo: Trude Pettersen)

Russia is reforming its port industry and plans to reduce the number of head offices from 20 to 8. All Arctic ports will be controlled form Murmansk.

One of the first ports to be reorganized is Port of Arkhangelsk, which from now on will be administered from Murmansk. The number of administrative staff like accountants, economists and lawyers will be cut down and some ten people will be without jobs when the administration moves, head of the port’s administration Nikolay Gurinov says to Regnum. The aim of the reorganization is to cut expenses to administration.

The Administration office of Port of Murmansk already has branches in Kandalaksha and Vitino on the Kola Peninsula, Naryan-Mar in the Nenets Autonomous Okrug, Mezen in Arkhangelsk Oblast, Dudinka and Dikson in Krasnoyarsk Kray, and Sabetta on the Yamal Peninsula, according to Murmanskiy Vestnik.

Russia’s port administrations are federal government agencies that supervise safety at sea according to Russian law and international agreements; they perform ecological surveillance, organize sailing regulations and provide information and radar services, pilot services, towing services and icebreaking services. 

கலைஞர் டிவிக்கும் 2ஜி வழக்குக்கும் என்ன தொடர்பு ?

Source:http://www.savukku.net/index.php?option=com_content&view=article&id=1922%3A2014-02-01-03-39-58&catid=1%3A2010-07-12-16-58-06&Itemid=19

ஜாபர் சேட்டுக்கும், 2ஜி வழக்கில் குற்றவாளியான, கலைஞர் டிவியின் முன்னாள் மேலாண் இயக்குநர் சரத்குமார் இடையே நடந்த உரையாடலை சவுக்கு வாசகர்களுக்காக பிரத்யேகமாக வெளியிடுவதில் சவுக்கு பேருவுவகை கொள்கிறது. 

ஜாபர் சேட் : ஷரத்... ஷரத்...
வினோதகன் :  ஷரத்தும் அமிர்தமும் இருக்காங்க. 
ஷரத் ரெட்டி :  ஹலோ
ஜாபர் சேட் :  ஷரத் உங்கள் போன் தொடர்பு கொள்ள முடியாமல் இருக்கிறதே..
ஷரத் ரெட்டி : ஆமாம் சார்... நான் போனை காரிலேயே வைத்து விட்டேன். தலைவர் வீட்டுக்கு வந்துள்ளேன். 
ஜாபர் சேட் :   ஓ.கே... ஓ.கே...
ஷரத் ரெட்டி :  சார். அந்த சினியுக் ஆட்கள் டெல்லி மற்றும் மும்பையிலிருந்து அழைத்தார்கள். அவர்களுக்கு கிடைத்த தகவலின்படி, அனேகமாக இந்த வாரம் வந்து விடுவார்கள். இந்த முறை கேள்விகளோடு வரமாட்டார்கள். வந்து இயக்குநர்களை கைது செய்து விடுவார்கள்.  அதனால் தயாராக இருக்குமாறு சொன்னார்கள். நான் எப்படி இவ்வளவு உறுதியாக சொல்கிறீர்கள் என்று கேட்டேன். அதற்கு அவர், பாஸ், எங்கள் தகவல் 100 சதவிகிதம் சரி.  உங்கள் தலைவரிடம் சொல்லி விடுங்கள்.  நான் இது மதியம் என்பதால் சொல்ல முடியாது என்று கூறினேன். இதை எப்படி கையாள வேண்டும் என்று நீங்கள் முடிவு செய்து கொள்ளுங்கள்.  இது மதியம் என்பதால் சொல்ல முடியாது என்று சொன்னேன்.  சரி... அதை எப்படிக் கையாள்வது என்று நீங்கள் முடிவு செய்து கொள்ளுங்கள்.  இதைத்தாண்டி எங்களால் எதுவும் சொல்ல முடியாது.  
ஜாபர் சேட் :   போன முறை கூட அவர்கள் இதைத்தானே சொன்னார்கள்... 
ஷரத் ரெட்டி :  போன முறை அவர்கள்...... (குரல் தெளிவில்லை) 
ஜாபர் சேட் :   டிவி அலுவலகத்துக்கு வருவார்கள் என்று சொன்னார்கள், நினைவிருக்கிறதா ?
ஷரத் ரெட்டி :  ஆமாம்... இப்போதும் சொன்னார்கள். எல்லாம் தயாராக இருக்கிறது. இப்போது கைதுக்கு தயாராகிறார்கள்.  விசாரணைக்கு அல்ல.  கைதுக்கு.  ஆகையால் இது குறித்து நீங்கள்தான் முடிவு செய்ய வேண்டும்.  நீங்கள் உங்கள் சோர்ஸ்களில் விசாரித்து விட்டு, இதை உறுதி செய்யுங்கள்.  அமிர்தம்(கலைஞர் டிவியின் ஒரு இயக்குநர்) சாரை அழைத்தேன்  ஒரு விழாவுக்கு போய் விட்டார்.  ராமநாராயணன் பேத்தியின் விழா.  முதலில் அவர் இதை விட்டு விடு என்றார். பிறகு முதலில் சண்முகநாதன் சாரிடம் சொல்லுங்கள் (கருணாநிதியின் உதவியாளர்) என்றார்.  அப்போது நான் உங்களுக்கு ஒரு எஸ்.எம்.எஸ். அனுப்பினேன். நாங்கள் இங்கே வருகிறோம் என்று.  இங்கே வந்த பிறகு சொல்ல வேண்டாம் என்று முடிவு செய்தோம். பிறகு மீண்டும் வரச் சொல்லி தொலைபேசி அழைப்பு வந்தது. 
ஜாபர் சேட் :   இல்லை. நான்தான் சண்முகநாதனிடம் சொல்ல வேண்டாம் என்று சொன்னேன்.  முதலில் நாம் இதை சரி பார்க்க வேண்டும். 


ஷரத் ரெட்டி : கரெக்ட் சார். முதலில் நாம் சரி பார்த்து 100 சதவிகிதம் சரியாக இருக்கிறதா என்று உறுதி செய்ய வேண்டும். இப்போதுதான், சிதம்பரம் மற்றும் மொத்த காங்கிரஸ் ஆட்களும் வந்துள்ளார்கள்.  அதனால் நாங்கள் காத்திருக்கிறோம்.  டி.ஆர் பாலு சார், அவர் இதை பார்த்துக் கொள்வதாக சொன்னார். இதுதான் இப்போதைய நிலை.  
ஜாபர் சேட் :   தலைவரிடம் சொல்லும்போது, என்னிடமும் இதை சொல்லி விட்டதாக சொல்லுங்கள். 


ஷரத் ரெட்டி : நன்றி சார்.  நன்றி. 
ஜாபர் சேட் :   நானும் சரிபார்த்துக் கொண்டிருக்கிறேன்.  50-50 சான்ஸ்தான் இருக்கிறது. யாரும் உறுதி செய்ய மாட்டேன் என்கிறார்கள். வாய்ப்பே இல்லை என்று சொல்கிறார்கள்.  இரண்டு மூன்று லாஜிக் சொல்கிறார்கள்.  ஒன்று, மூத்தவர்களைத்தான் முதலில் கை வைப்பார்கள் என்று சொல்கிறார்கள். 
ஷரத் ரெட்டி : கரெக்ட் சார். 
ஜாபர் சேட் :   அது நடக்கவில்லை.  அழுத்தம் தர வேண்டும் என்பதற்காக அப்படிச் செய்யலாம். அப்போதுதான் அந்த திசையில் பார்க்க மாட்டார்கள் என்பதற்காக.  பரிவர்த்தனை விபரங்களை தெரிவித்து விட்டோம். அவர் இயக்குநர் இல்லை என்பதையும் (கனிமொழி) தெரிவித்து விட்டோம்.  அவர் பங்குகளை மட்டுமே வைத்துள்ளார்.  மற்றொரு இயக்குநனர் அங்கே இல்லை.  இது போன்ற விவகாரங்கள்... ....
ஷரத் ரெட்டி :  சார்.. அந்த பரிவர்த்தனை நடக்கையில் அவர் (கனிமொழி) அங்கே இருந்தார்.  அதுதான்...
ஜாபர் சேட் :   என்ன...? என்ன...? 
ஷரத் ரெட்டி : சார் பரிவர்த்தனை நடந்தபோது அவர் அங்கே ஒரு இயக்குநர். 
ஜாபர் சேட் :   உண்மையாகவா ?
ஷரத் ரெட்டி :  ஆமாம் சார். 
ஜாபர் சேட் :   அன்றைக்கு இல்லை என்று சொன்னீர்களே... 
ஷரத் ரெட்டி : சார் அவர் டிசம்பர் மாதத்தில் இயக்குநர் பதவியிலிருந்து ராஜினாமா செய்தார்  எல்லாம் பழைய தேதிகள் சார்.  நான் இப்போது உட்கார்ந்து சரி பார்த்துக் கொண்டிருக்கிறேன். 
ஜாபர் சேட் :   இல்லை.. டிசம்பரில் ராஜினாமா.  அது உள்ளே வருகிறதா என்ன?
ஷரத் ரெட்டி : சார். பணம் 2008ல்தானே வந்தது? 
ஜாபர் சேட் :   ஓ... இந்த டிசம்பரில்தானே அவர் ராஜினாமா செய்தார். எந்த டிசம்பர்? 
ஷரத் ரெட்டி : ஆமாம் சார்.  இந்த டிசம்பரோ... போன டிசம்பரோ... ஆனால், அவர் அந்த காலகட்டத்தில் இயக்குநராக இருந்தார்.  நான் ஒரு 100 பக்கங்களை பின்தேதியிட்டு நேற்றுதான் கையெழுத்திட்டேன்.  எல்லாவற்றையும் நகல் எடுத்து படித்துக் கொண்டிருக்கிறேன். 
ஜாபர் சேட் :   ம்ம்.
ஷரத் ரெட்டி : பிரச்சினை என்னவென்றால், நாம் பல விஷயங்களை கேள்விப்படுகிறோம்.  பல்வேறு கேள்விகள் எழுப்பப்படுகின்றன. அதற்கு தகுந்தாற் போல, ஆவணங்களை திருத்துகிறோம்(Manipulating). அதனால் பக்கங்கள் மாற்றப்படுகின்றன.  
ஜாபர் சேட் :   ம்ம்.. 
ஷரத் ரெட்டி : கனி மேடம் 2007-ல் இல்லை.  2007-க்குப் பிறகு பெரியம்மா (தயாளு அம்மாள்) இருந்தார்.
ஜாபர் சேட் :  பெரியம்மா இருந்தது எனக்குத் தெரியும்.  அவருக்கு ஆங்கிலமும் தெரியாது, தமிழும் தெரியாது என்பதால் அவர் இருந்தார்.   
ஷரத் ரெட்டி : கரெக்ட்... கரெக்ட்... 
ஜாபர் சேட் :   அவரை இதோடு அவர்களால் இணைக்க முடியாது. இல்லையென்றாலும் கூட, அந்தப் பரிவர்த்தனை உண்மைதானே.. அது வெளிப்படையான பரிவர்த்தனை.  காசோலை மூலமாக நடந்தது. 
ஷரத் ரெட்டி : அது சரிதான் சார்.  ஆனால், எந்த கோணத்தில் இது போகப்போகிறது என்பதுதான் கேள்வி.  
ஜாபர் சேட் :   அதைத்தான் நான் சொல்கிறேன்.  என்னுடைய ஆட்கள், என் சோர்ஸ்கள் என்ன சொல்கிறார்கள் என்றால் இது சிக்கலாகக் கூடியது.  அதை அவர்கள் செய்ய மாட்டார்கள்.  முதலில் விசாரணை செய்வார்கள்.  அது நடந்தாலும் கூட, விசாரணையில் அவர்கள் திருப்தி அடையாவிட்டால், இதில் ஏதோ விவகாரம் இருக்கிறது என்று அவர்கள் நினைத்தால்... கண்டுபிடிக்க வேண்டும் என்று நினைத்தால்.. அல்லது சாட்சிகளை அழித்து விடுவீர்கள் என்று நினைத்தால், அப்போதுதான் அதற்காக (கைது) போவார்கள். 
ஷரத் ரெட்டி : அதற்குப் பிறகு ரொம்பவும் தீவிரமாக இருப்பார்களே... 
ஜாபர் சேட் :   ஆமாம்.
ஷரத் ரெட்டி : நான் உங்களிடம் சொல்லி விட்டேன்.  நீங்கள் சண்முகநாதன் சாரிடம் பேசுங்கள்.  இதை அவரிடம் சொல்லுங்கள். தமிழில் சொல்லுங்கள். என்னை விட நீங்கள் சொன்னால் பெட்டராக இருக்கும்  
ஜாபர் சேட் :   சரி... சரி.... நான் சொல்கிறேன்.  நீங்கள் தலைவரைப் பாருங்கள். இதையும் சொல்லுங்கள்.  நான் மாலையில் தலைவரிடம் சொல்லுகிறேன். 
ஷரத் ரெட்டி : ஓகே சார்.. நன்றி சார். 

Pawan Hans Helicopter Crash-Lands in Sea Off Mayabunder Coast; All Passengers Rescued

Mayabunder, 24 February 2026:  A Pawan Hans helicopter with five passengers, including an infant, reportedly crash-landed into the sea near ...