Gaza and Israel: New Obstacles, New Solutions

Source: http://www.crisisgroup.org

Smoke and flames are seen following what witnesses said were Israeli air strikes in Rafah in the southern Gaza Strip July 7, 2014. REUTERS

Israel and Hamas are locked again in combat likely to yield – beyond tragic life and property loss – a return to a destructive status quo.
he immediate triggers were the kidnapping and murder of three Israeli yeshiva students, for which Israel holds Hamas responsible, and the revenge torture and murder of a Palestinian teen by vigilante Israeli Jews. The nature and extent of Hamas’s involvement in the initial obscenity remains unclear, but the attack’s consequences are anything but. 
Since Israel launched Operation Protective Edge on 8 July, 168 Palestinians have been killed (80 per cent civilians, a fifth of whom were children) and about 1,150 wounded. Some 1,000 rockets have been launched toward Israel, of which about 200 were intercepted by the Iron Dome defence system. Previous rounds ended with each side claiming at best a Pyrrhic victory, because Israel can achieve lasting stability only when Gaza does, and vice versa. Breaking this pattern is even more urgent today, because the stakes of this escalation could be higher.

The reconciliation agreement of 23 April 2014, signed by Hamas and the Palestine Liberation Organisation (PLO), led principally by Fatah, offers both a further challenge and an opportunity. The situation in Gaza has deteriorated markedly since then. The new PA government formed on 2 June was supposed to take over governance in Gaza but has not. The Strip runs on administrative inertia, since the new ministers have not assumed their responsibilities. An estimated 43,000 employees, hired since Hamas took over Gaza in 2007 and who still largely run the Strip, have not received their salaries in months; in frustration, they have prevented some of the other 70,000 employees – who were not hired by Hamas and in most cases had been paid by the Fatah-dominated Palestinian Authority (PA) on the West Bank to stay home during those years in order to weaken the Hamas government – from obtaining theirs. Electricity, fuel and medical supplies have grown scarcer. Now that conflict has erupted, the flux in the Palestinian political system introduces a new variable into efforts to achieve calm.

But the reconciliation agreement might also hold the key to squaring the ceasefire circle. Though opposed by Israel, the deal, if implemented, offers the best chance of alleviating Gaza’s misery and lessening Hamas’s incentives to fight. The Islamist movement long resisted admitting any PA presence, but now that it has renounced governance, a door has been opened, and with it, an opportunity to redesign the peace process and advance the well-being of Gaza’s 1.7 million residents. Hamas for the foreseeable future will continue to be the de facto security authority on the ground, even if reconciliation moves forward; indeed, reconciliation will need to be implemented in a manner that does not wholly abandon or alienate the employees hired by Hamas and thereby trigger new civil strife. Continuing Gaza’s isolation, however, would do nothing to loosen the movement’s control. And should it, it would only be in the direction of jihadis.

The U.S., by agreeing to work with the new Palestinian government, has set a positive precedent. Along with the EU and its regional allies, it should encourage the PA to return to Gaza, per the reconciliation agreement, and discourage Israel from getting in the way. None of these parties need publicly to reverse its policy of trying to isolate and topple Hamas – though all would be well advised to, because that policy is misguided and has been counterproductive since it was adopted in 2007 – but each should give the reconciliation deal a chance to work. This means:

Egypt should mediate, and Hamas and Israel should implement, an immediate ceasefire; PA security personnel, per the reconciliation agreement, should enter Gaza to staff the border crossings with Israel and Egypt and thereby enable the movement of people and passage of key goods; a donor or the UN should pay the salaries of employees of the Gaza government hired under Hamas; 
and
Hamas, in tacit cooperation with the new PA government, should ensure acceptance and maintenance of the ceasefire by all Palestinian factions in Gaza, as well as the safety and security of the personnel of all agencies there.
These steps will not be sufficient to achieve a permanent Israel-Gaza ceasefire, much less a lasting Israeli-Palestinian peace agreement, but without them, neither will be reached.

Capt. Rajesh Tandon elected as Chairman of International Maritime Employers Council

Source: IMEC

Capt. Rajesh Tandon, Managing Director of V-ships India, has been elected as Chairman of International Maritime Employers Council  (IMEC).

The International Maritime Employers’ Council (IMEC) is the only international employers organisation dedicated to maritime industrial relations.
Established over fifty years ago, IMEC operates from offices in London, UK, and Manila in the 
Philippines and represent over 180 shipping companies located all over the world.
Its members are individual shipping companies, both owners and managers, large and small, operating all types of ships including dry bulk, container, cruise liners, livestock carriers, reefers and tankers. 
Together they operate more than 9,700 vessels registered in more than 50 different countries and employ in excess of 210,000 seafarers.

Starting his sailing career with Shipping Corporation of India in 1975, Capt. Tandon rose to the rank of Master in 1983. 

He has sailed on various types of vessels, specializing on VLCC & VLOO carriers. He joined V Ships in 1988 and was appointed ashore in 1991. He took up the position as Managing Director of V Ships in India in 1997, a position he continues to hold. 
He also holds the portfolio of Operations Director of V Group Manpower Services, with global responsibility.
Capt. Tandon holds several honorary positions in the Maritime Industry in Training, Seafarer Welfare organizations, industrial relation matters and other professional bodies. 
Capt Rajesh was elected Chairman of IMEC in July 2014.

According to Indian maritime fraternity, Its truly moment of pride & happiness not only for V.Ships, but also for the entire Indian Shipping community, as Capt. Rajesh Tandon is the FIRST INDIAN  to head this prestigious International organization.   

ICTSI ends deal to operate port in Tamil Nadu

Source: http://www.gmanetwork.com/news/story/369038/economy/companies/ictsi-ends-deal-to-operate-port-in-tamil-nadu

By DANESSA O. RIVERA, GMA News July 7, 2014:

International Container Terminal Services Inc. (ICTSI) of port magnate Enrique Razon has pulled the plug on a contract to operate a container terminal in India, citing the deal as not beneficial for the company.
In a disclosure to the Philippine Stock Exchange Monday (July 7), ICTSI said subsidiaries ICTSI Ltd. and ICTS (India) Pte. Ltd. have signed a termination agreement with L&T Shipbuilding Ltd. (LTSB) canceling ICTSI’s container port agreement to manage and operate the Kattupalli Container Terminal (KCT) in Tamil Nadu, India.
ICTSI will be reimbursed for the license fee it paid to operate the terminal.
Kattupalli port is ICTSI's first port venture in Indian, with the contract with LTSB to operate facility signed in 2011.
LTSB is a joint venture between Larsen & Toubro Limited (L&T) and Tamil Nadu Industrial Development Corporation (TIDCO). ICTSI said the two parties came up with the mutual decision after lengthy discussions and thorough consideration.

"Both concluded that the existing contract is not beneficial to either party in its current form," the disclosure read.
"The cancellation of this particular contract has no effect or influence on any of ICTSI’s other operations," it added.
Despite this development, ICTSI said it continues to actively search for business opportunities in India.

V.O.Chidambaranar Port Trust Creates record in Handling of Lime Stones

Source: VOC Port

 V.O.Chidambaranar Port Trust created a new record handling of Lime Stones on 20.06.2014. A quantity of 32,938 Tonnes of Lime Stones in bulk was unloaded in a Single Day from the gearless Vessel M.V. JAG ADITI at Berth No.IX using the Port’s New Harbour Mobile Cranes, thus surpassing the previous record of 25,323 Tonnes  of Lime Stones in bulk unloading from the vessel M.V. MASSALIA on 11.12.2012. 

M/s. Seaport Logistics Private. Limited, were the Ship Agent and Stevedore for the vessel.

          Shri S. Anantha Chandra Bose, Chairman, V.O. Chidambaranar Port Trust, while thanking all the Stake holders, affirmed that two newly inducted 120 tonnes Capacity Harbour Mobile Cranes are capable of discharging 40,000 tonnes of bulk cargo per day. 

El Nino on the way

Source: http://www.oceannavigator.com/Web-Exclusives-2014/El-Nino-on-the-way/

BY KEN MCKINLEY

There have been many stories in the news recently concerning the El Nino phenomena. This is mainly because it appears quite likely that a significant El Nino event will take shape in the coming months and persist for up to a year. With this in mind, it is worth taking a look at what this might mean for those planning ocean voyages during this period of time.

First, though, it’s worth running through a very basic review of what El Nino is. The phenomena has been present for centuries, but received its name in the late 19th century because it was noticed that along the northern portion of the west coast of South America sea surface temperatures turned noticeably warmer periodically and that when this warming occurred, it tended to occur late in the year. The name “El Nino” means “the child” and since the phenomena occurred around Christmas time, the name was connected with the celebration of Christ’s birth.

The warming of the waters in this area had significant impacts on the fisheries, typically leading to diminished catches of native species which depend on the upwelling of colder water. During an El Nino event, the cold water upwelling is diminished, and with it the supply of nutrients that it carries, thus leading to a reduction in the fishery.

In the second half of the 20th century when more comprehensive observations of the atmosphere and the ocean became available, especially as satellite measurements became possible, it was determined that the El Nino phenomena was much more widespread than just the waters off northern South America. In fact, the anomalously warmer waters extended over a good portion of the equatorial Pacific. In a non-El Nino year, sea surface temperatures are warmest in the western tropical Pacific. During an El Nino episode the warmer sea surface temperatures spread east through the central and eastern Pacific, and during particularly strong El Nino years, can reach the northern coast of South America.

More research into the phenomena has revealed that the warming sea surface temperatures are connected with other large scale changes in the atmosphere, including changes in average surface pressures over portions of the Pacific, which, in turn, lead to changes in wind patterns. Also, the effects of the phenomena are not limited to the equatorial Pacific, but rather stretch around the globe. The research has also led to the ability to forecast El Nino, and forecasters who specialize in this type of prediction are indicating the high likelihood of a significant event later this year into next year.

This brings us back to our original question: How will this affect ocean voyagers?

One of the biggest concerns is tropical storm and hurricane formation. During an El Nino episode, tropical cyclone activity in the North Atlantic basin tends to be diminished. This is due to shifts in the wind patterns which lead to stronger upper level winds in tropical latitudes, and these are not conducive to storm development. This could mean easier passages for voyagers who need to move through parts of the Atlantic where tropical storms and hurricanes could occur. On the Pacific side, though, the warmer waters spreading farther east typically will allow for an increase in tropical cyclone activity. This is particularly noticeable in the South Pacific as during their tropical season (December through March) storms have the potential to track much farther east into French Polynesia than in a non-El Nino year. This could mean a bigger threat for those contemplating a crossing from Panama toward Australia or New Zealand.

There are changes in the prevailing wind patterns in the tropical Pacific during an El Nino event as well. The typical easterly trade winds will tend to be a bit weaker, particularly closer to the equator and in more western portions of the Pacific. There can be periods of time where the winds become light and variable, and perhaps even acquire a westerly component for limited time periods. For those traversing these regions under sail, this can mean that the trade winds will be a bit less reliable than normal, and also that the wind speeds may not be as high which may mean reduced boat speed. Farther away from the equator the effect may not be as significant.

Changes in the jet stream configurations occur in subtropical and lower temperate latitudes as well, and these changes can produce stronger storms in the central and eastern North Pacific during an El Nino episode. This could lead to more frequent periods of strong winds and high seas in the coastal waters of the western U.S., and perhaps reduced opportunities for favorable windows for coastal passages. Similarly, there tend to be stronger storms in the Gulf of Mexico and in the Atlantic coastal waters of the southeastern U.S., particularly during the winter season, and this may reduce passage opportunities in these areas.

While the effects of El Nino that have been mentioned are reasonably well documented in the historical record, one must keep in mind that every El Nino episode is different in strength and in scope, and therefore the impacts of the episodes will be different in terms of magnitude, frequency, and in fact, whether they occur at all in any given event. Also, because the effects are measured and averaged over an entire season, this means that there will be some parts of the season where the effects are not as significant. For example, even though there tends to be more storminess in the fall, winter and spring in the eastern North Pacific, this does not mean that conditions for every day of the season would be poor for a passage from San Francisco to San Diego. Also, even though Atlantic hurricane activity is usually diminished during an El Nino episode, it does not mean that no hurricanes will occur, and in fact storms could still affect popular cruising areas.

For much more information, NOAA hosts a website with comprehensive information about the phenomena. Here is the link: www.elnino.noaa.gov

P3 Network not to take off as China objects it under merger rules

Source: Maerskline

The P3 Network will not be implemented following decision by the Ministry of Commerce (MOFCOM) in China

Virtually stalling the new proposal of major shipping liners mainly aimed at increasing efficiency, the Chinese Ministry of Commerce (MOFCOM) on June 17 announced that they have not approved the P3 Network (P3).

P3 was a long-term operational vessel sharing agreement proposed by MSC, CMA CGM, and Maersk Line. The MOFCOM’s decision follows a review under China's merger control rules.
With the new ruling, the partners have agreed to stop the preparatory work on the P3 Network and the P3 Network as initially planned will not come into existence, a media statement from Maersk Line, one of the three partners, explained.

Commenting on the development, Mr Vincent Clerc, Chief Trade and Marketing Officer, Maersk Line, said, "In Maersk Line we have worked hard to address the Chinese questions and concerns. So of course it is a disappointment. P3 would have provided Maersk Line with a more efficient network and our customers with a better product. We are committed to continuing to be cost competitive and offer reliable services.”

Maersk Line has served China with reliable liner shipping for more than 80 years and remains dedicated to cooperate closely with the Chinese authorities and serve our customers.

Elaborating further on the implications, Mr Nils S. Andersen, Group CEO, Maersk Line, said, “The decision does come as a surprise to us, of course, as the partners have worked hard to address all the regulators’ concerns. The P3 alliance would have enabled Maersk Line to make further reductions in cost and CO2 emissions and not least improve its services to its customers with a more efficient vessel network. Nevertheless, I’m quite confident Maersk Line will accomplish those improvements anyway. It has delivered on those improvements over the last five quarters in the absence of P3 and I’m confident it will continue to do so.”

The media statement further said that the lack of implementation of the P3 Network will have no material impact on the Maersk Group’s expected result for 2014.

What is P3:

On 18 June 2013, Maersk Line, MSC Mediterranean Shipping Company S.A. and CMA CGM announced their intention to establish a long-term operational vessel sharing agreement on the East – West trades, called the P3 Network (P3). 
The overall aim with P3 was to make container liner shipping more efficient and improve service quality for the shippers due to more frequent and reliable services.

P3 was intended to be an operational, not a commercial, cooperation.

On 24 March 2014, the U.S. Federal Maritime Commission (FMC) decided to allow the P3 Network agreement to become effective in the US, and on 3 June 2014, the European Commission informed the P3 partners that it had decided not to open an antitrust investigation into P3 and had closed its file. P3 was scheduled to start operations in the autumn of 2014.

Hamriyah invites Indian industry to invest in Sharjah

Chennai:

With a view to give new opportunities to Indian businesses, Hamriyah Free Zone Authority (HFZA) has organized a roadshow in Chennai on June 11 and welcomed them to invest in Sharjah.

Addressing the potential investors during the “Interactive Roadshow” on Hamriyah Free Zone, organised by the Confederation of Indian Industry (CII), Mr Saud Salim Al Mazrouei Director, Hamriyah Free Zone Authority (HFZA), said, “We make it practical for our investors in our industry-integrated zone. We always believe that red tape is not required. We want to offer the best practice from the government side.”

The United Arab Emirates (UAE) is India’s top export market in the Middle East and North Africa (MENA) region, and also a prime gateway to other markets, observed Mr Mazrouei.

“India is expected to replace the US as the UAE’s top export destination by 2030. Rising demand from India’s emerging economy and growing middle class opens myriad opportunities for all MENA,” Mr Mazrouei said.

Acknowledging that the Bilateral Investment Promotion and Protection Agreement signed on December 12, 2013, serves to protect investments in both countries, also sets out robust framework for bilateral engagement, Mr Mazrouei said that the trade between the two regions has grown quickly, reaching $75 billion in 2012-13, up from $43 billion in 2009-10.

“The two countries have been selected in the United Nations Conference on Trade and Development list of top 10 most promising investor economies for FDI in 2012-14,” he added.

Located in the Emirate of Sharjah, and established in 1995, HFZA manages an area of 22 million sq metres of prime industrial and commercial land.

Mr Muhamed Basheer, Head of Business Development Dept, Hamriyah Free Zone Authority; Mr Saud Salim Al Mazrouei, Director, Hamriyah Free Zone Authority; Mr M Ponnuswami Member, CII (SR) International Linkages Task Force & CMD, Pon Pure Chem (P) Ltd and Mr J Chandrasekaran, International Desk, CII SR.

 

Mr Mazrouei stated: “It has direct access to the Arabian Gulf and the Indian Ocean. The Zone has pre-built warehouses, factories and office units for lease, and on-site accommodation for labourers. To address the needs of small and medium enterprises (SMEs), the Zone offers executive and economical offices.”

Earlier, in his opening remarks, Mr M. Ponnuswami, Member – CII (SR) International Linkages Task Force and CMD, Pon Pure Chem P Ltd, noted that over the last two decades CII has been closely and continuously working with Hamriyah Free Zone to promote Indian industry’s capabilities in the West Asia region.

He underlined that Hamriyah, owing to its strategic location, has benefited many Indian companies. He emphasized the need to identify specific areas for cooperation – such as export of engineering goods and textiles, consultancy, and turnkey projects in the infrastructure sector.

Reminding the audience about the longstanding cultural and historical relations between India and the West Asia region, Mr Ponnuswami added that this region is of great significance since it represents India’s largest export market among all the geographical regions in the world.

“There are nearly 6.5 million Indians living and working in the West Asia region. According to a World Bank report, India received $70 billion in remittances during 2012 and a majority of the remittances came from the West Asia region. The region is also vital for India’s energy security and nearly two-thirds of our hydrocarbon imports are from this region,” he mentioned.

In his address at the roadshow, Mr Muhamed Basheer, Head of Business Development Department, HFZA, said that licences are issued at the Zone in less than two hours. The types of licences are industrial (for manufacturing and assembling), service (consultancy), and commercial (general trading, import/ export).