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News The Treatment of Foreign Seafarers The United States effectively treats foreign seafarers more harshly than any other group that enters the country without breaking the law. The general rule is that all persons who are not U.S. nationals or permanent residents must have a visa to enter the United States. Persons desiring to become U.S. citizens or permanent residents must obtain an immigrant visa. Most other persons desiring to enter the United States for a limited period of time must obtain a nonimmigrant visa. To obtain a nonimmigrant visa, one must have a valid passport and complete the Nonimmigrant Visa Application, Form DS-160 and submit it and a photograph (head shot) to the relevant U.S. embassy or consulate. The applicant must then schedule an interview, but the interview is generally required only for persons between the ages of 14 and 79. An application fee of $160 must be paid prior to the interview. In many cases, there is also a visa issuance fee. But some nationalities may be eligible for more favorable treatment. The Visa Waiver Program (VWP) allows citizens from participating countries to travel to the United States without a visa for stays of 90 days or less. Such travelers must be eligible to use the VWP and have a valid Electronic System for Travel Authorization (ESTA) approval prior to travel. The traveler’s purpose must be permitted by a Visitor (B) Visa (e.g., tourism or various business purposes). Travel must be performed on an approved air or sea carrier and the traveler must have a round trip ticket indicating return passage to a country outside the United States that is a participant in the VWP. Currently, there are 38 participating VWP countries. These countries include all the EU and EEA members, plus Australia, Brunei, Japan, New Zealand, Singapore, South Korea and Taiwan. Citizens of Canada and Bermuda do not require visas to enter the United States for visit, tourism and temporary business travel purposes. Also, citizens of Canada and Bermuda do not require visas to enter the United States for purposes of travel as a crewmember. Citizens and permanent residents of Mexico generally must have a nonimmigrant visa or a Border Crossing Card (also known as a “Laser Visa”). For ease of travel, the B-1/B-2 visa and the Border Crossing Card have been combined into one document (DSP-150). A Crewmember Visa (D-1) must be obtained by persons working on board vessels or international airlines entering the United States if the individual intends to depart the vessel or airliner (even for short periods) while it is in the United States. The process for obtaining a Crewmember Visa includes all the requirements for obtaining a regular nonimmigrant visa. In addition, the applicant for a Crewmember Visa must provide evidence of the purpose of the trip the intent to depart the United States after the trip, and the ability to pay all costs of the trip if applicable. Evidence of family ties in the applicant’s home country may suffice for showing the intent to depart. The Visa Waiver Program is not applicable to entry as a crewmember, but (as noted above) citizens of Canada and Bermuda do not require visas to enter the United States for purposes of travel as a crewmember. Commercial airlines have scheduled routes. In addition, airline crewmembers tend to stay with the same airline for extended periods. Therefore, crewmembers on foreign airlines that call at U.S. airports know with certainty that they will need Crewmember Visas. The same cannot be said of most merchant vessels. They have no scheduled routes in most cases and sometimes change destinations en route. Many merchant mariners are employed by the same maritime employer for only one year at a time; long-term employment contracts are the exception rather than the rule on the marine sector. A merchant mariner on a foreign vessel, in most cases, has no idea whether the vessel will call in a U.S. port during the six-month period during which a Crewmember Visa is valid. Therefore, most merchant mariners do not go through the time and expense required to obtain such a visa. An example (from the pre-9/11 era) may illustrate the visa conundrum. A ship’s officer from a visa waiver country was assigned to join his ship in a U.S. port. He received the assignment several weeks in advance and decided to visit the United States as a tourist during the period before he was to join the ship. After two weeks of touring the U.S., he joined the ship as scheduled. The U.S. immigration officer for the ship noted his arrival and promptly informed the master that a civil penalty would be assessed if this particular ship’s officer went ashore for any reason. I was attending a major shipping conference in Washington, DC shortly thereafter. During a Q&A with the Deputy Chief Counsel of the Immigration and Naturalization Service (INS), a senior representative of the shipping company involved related the above and asked why this individual presented no threat to the United States during the two weeks that he toured the country, but was suddenly a threat when he boarded his ship. The INS representative’s reply was that tourism and crewmember issues were entirely separate programs. In other words, common sense was and is not applicable. When cargo (merchandise) from outside the United States is bound for unlading in the U.S., advance notice of the particulars concerning the cargo is transmitted to the U.S. Government. Every cargo is screened. If the cargo is deemed suspicious, it undergoes scanning and possibly other individualized examination. Less than 10% of cargo coming to the United States is subjected to this enhanced examination. In other words, more than 90% of the cargo coming to the U.S. is deemed to not present a security threat and is admitted through routine processing, based largely upon the paperwork related to cargo. The U.S. Government is also provided advance notice of all crewmembers on all ships bound for a U.S. port. The advance notice of arrival must include, for each crewmember, the individual’s full name, date of birth, nationality, passport or mariner document number, position or duties on the vessel, and where the crewmember embarked. This information is then compared against an extensive database of known and suspected terrorists and similar undesirables. If the individual is determined to be a severe threat, the vessel can be barred from entry into U.S. waters while the individual remains on board. If the threat is deemed less serious, the vessel must hire armed guards to keep the individual from departing while the vessel is in U.S. waters. Even if a crewmember presents no known threat, he or she may not depart the vessel (generally may not even come down the gangway to check draft marks or to make a telephone call from a landline) unless that individual has a U.S. Crewmember Visa. In other words, unlike with cargo where a particular piece of cargo is deemed unthreatening unless shown otherwise, a crewmember without a U.S. Crewmember Visa is deemed a threat to the security of the United States if he or she steps ashore even for a moment. A passport (even from a country that participates in the Visa Waiver Program) is insufficient. Likewise, possession of a seafarers’ identity document issued in accordance with the ILO Seafarers’ Identity Documents Convention will not suffice. For all practical purposes, the United States treats foreign seafarers as threats to the security of the U.S. unless and until that seafarer has jumped through various bureaucratic hoops. Those hoops are effectively impossible for most foreign seafarers to negotiate. Thus, foreign seafarers are substantially denied the ability to take liberty or shore leave when their ships call in U.S. ports. It is ironic that the United States Government allows these same seafarers to navigate large vessels loaded with oftentimes hazardous cargoes through U.S. waterways and to call at and unlade/lade in U.S. ports. The threat potentially presented by these ships and their cargoes appears far greater than that presented by an individual crewmember without a U.S. Crewmember Visa, but I am unfortunately getting logical. There are a variety of means by which a terrorist might enter the United States to wreak havoc. The 9/11 terrorists all obtained tourist visas and then flew to the U.S. on commercial airliners. A terrorist could join the numerous economic migrants who successfully cross the southwest border each year. Alternatively, a terrorist could walk across the unguarded border with Canada. If a terrorist opted to try to enter the United States as a foreign crewmember, the process becomes more complex and uncertain. The individual would have to undergo at least rudimentary training so as to qualify as a seafarer. Failure to have some basic skills will generally prevent one from getting hired. If hired, being unskilled will likely lead to quick dismissal. Assuming that the terrorist demonstrates the requisite skills and gets hired on an ocean-going merchant vessel, the individual must wait for the vessel to make a U.S. port call, which is certainly a long-shot within the six-to-12 month period on a particular vessel. No self-respecting terrorist or terrorist organization would select the maritime option as an efficient means of getting a malefactor into the United States. Approximately 90% of goods imported to the United States from overseas arrives by ship and, of that, over 95% arrives on foreign-flagged ships manned by foreign crewmembers. If imported cargoes were treated like foreign crewmembers, the U.S. economy would grind to a halt. Fortunately, there is a strong lobby in Washington, DC to ensure that foreign trade is expedited. There is no such lobby in Washington for foreign seafarers. Source: www.marinelink.com; Dennis L. Bryant Other News by Category General Shipping & Maritime NYK Orders World's First LNG Bunkering Vessel WSS urges owners to focus on fuel quality issues Genoa Port to Dismantle Crippled Concordia U.S. oil tankers built on spec face choppy waters as export ban eases Survey reveals that half of crew lack 'reasonable' access to communications The CMA CGM DANUBE(class of 9,400 TEU), first of a series of 28 ships of the same class, enters the CMA CGM fleet Stranded Dubai ship crew and owner in 'standoff' Sea Launch Denies Plans to Shelve Launch Platform IMCA Publishes revised Guidance on the Transfer of Personnel to/from Offshore Vessels and Structures Watchkeeper: Why Shipping Will Cost More Safety & Piracy Ship Carrying Syria Weapons Arrives in Italy Troubled Waters? The use of Nigerian Navy and Police in Private Maritime Security Roles Danish ship dodges pirate attack Cruise Ship Leaves Seattle Again Following Fire 5 killed, 10 injured in blast at Alang ship-breaking yard Somali piracy over, says French general MNZ to undertake review of coastal navigation safety Stranded Dubai ship crew 'to return home soon' Singaporean leader calls for resolution of South China Sea disputes by international law MM&P Calls IMO to Regulate Escort of Commercial Vessels by Security Ships Offshore, Oil & Gas Egypt's EGAS expects delay in gas import terminal -source Supplier: In 2025 15% of the Bunker Market Will be LNG GDF Suez, Santos scrap Australian Bonaparte floating LNG project The Ministry has rejected the Greenpeace appeal Norway PM says politics will not delay Statoil's $20 bln Sverdrup field U.S. displacing traditional LPG suppliers in Latin America Angola LNG to charter out tanker fleet after pipe rupture North Sea Platforms at Risk of Norwegian Strike Statoil likely to pick floating facility for big Arctic field LNG Carrier Fleet Hits the 400 Mark Port & Shipbuilding Delivering a Step Change for New Zealand International Trade Gothenburg LNG Terminal Gets Environmental Permit Germany's biggest bank pulls funding for Abbot Point coal terminal Aberdeen Harbour – Another Strong Year For The Port Venezuela to use St Eustatius terminal to load big tankers to Asia -PDVSA Libyan oil port Zueitina to re-open after damage assessed Retailers Urge Expedited Contract Negotiations At West Coast Ports Libya sees 'good intentions' in oil port talks; rebel split seen EU finance to re-vamp Stockholm port Port of Hamburg Offers Environmental Discount Environment & Technology Ocean plastic pollution may be less than expected Toxic Ship Sent for Sustainable Recycling After Belgium Stopped Illegal Export Airbags for ships save lives, environment and cargo US to Create World's Largest Marine Sanctuary in Pacific UNESCO World Heritage Committee due to rule on whether Great Barrier Reef is 'in danger' Australia delays decision on Adani's $15 bln coal project MHI Delivers ‘Super Eco’ Cargo-Passenger Ship Autonomous submarine drones: cheap, endless patrolling Melting Arctic Opens New Passages for Invasive Species Greenpeace ship arrives at Arctic drill site, Statoil rig within sight National (Croatian) 'Prodaja Jadroplova za samo 130 milijuna kn je izdaja interesa Hrvatske' Održana svečanost primopredaje prvog od četiri nova trajekta: Janica Kostelić kuma novog putničkog broda „Kornati“ Vrdoljak: Država će znati zaštiti svoje interese nakon raskida ugovora nizozemskog naručitelja s Brodosplitom Hrvatski registar brodova postao priznata organizacija Europske unije za statutarnu certifikaciju brodova Novi pravac za kineske kontejnere: Pirej i Srbija uzimaju posao Rijeci i Kopru Jadrolinija Rijeka predstavila rezultate poslovanja u 2013. godini Odbor za sigurnost na moru i sprječavanje onečišćenja s brodova (COSS) podržao donošenje Provedbene odluke Komisije kojom se Hrvatskom registru brodova (HRB) priznaje status priznate organizacije za pregled i nadzor brodova Atlantska plovidba prodala tri broda Luka Rijeka krenula u dokapitalizaciju: Očekuje se 300 milijuna kuna Teretni brod zbog velike pristanišne brzine udario u operativnu obalu riječke luke Maritime Economy History in Hamburg: DNV GL Celebrates Twin Milestones OW Bunker acquires Wilhelmsen Marine Fuels GasLog Ltd. Completes Acquisition of Three LNG Carriers and Orders Two New LNG Carriers BOURBON celebrates delivery of the 500th vessel Spending Spree: Anger with Greek Shipowners on the Rise Zamil Offshore: A Legacy of Success Nova Tankers to close down shipping pool at end of June Container shipping - High level of business adjustments ongoing as the industry intensifies the hunt for profitability Hamburg-Süd seeks options after failure of Hapag-Lloyd merger talks Dry Bulk Shipping - The pressure is easing in the Atlantic, but overall improvement is quite slow for now Events & Press Releases Ireland E&P discussed at the 2nd Ireland Oil & Gas 2014 Summit on 4th-5th June in Dublin Sulphur Emissions Regulations Focus at RORO 2014 Programmes released for 9th GreenPort Congress and 2nd GreenPort Cruise Conference SMM 2014: Offshore and Recruiting are Featured Topics at The Fair Europe’s Gas Industry Leaders to Debate Ongoing Security of Supply Headaches at Major City of London Summit Fujairah Bunkering Week to Reconvene in March 2015 Scotland Group to Exhibit at the Top Specialized Offshore Oil & Gas Exhibition (CIOTC 2014) The 4th GIB Summit: Enabling Sustainable Infrastructure Projects Worldwide SMM 2014 Advance Press Conference - Experts Gave Exclusive Fair Preview Sonardyne International joins the 5th annual International Port Security conference
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News Novi pravac za kineske kontejnere: Pirej i Srbija uzimaju posao Rijeci i Kopru Prvi kontejnerski vlak krenuo je početkom ovog tjedna iz grčke luke Pirej, gdje terminal vodi kineski Cosco, te prošao Grčku, Makedoniju, Srbiju i Mađarsku do krajnje destinacije u Češkoj. Time je uspostavljena redovna željeznička linija i kontejnerski servis, koji postaje ozbiljan konkurent riječkom prometnom pravcu, jednako kao i svim lukama sjevernog Jadrana. Događa se ono što je još donedavno bilo nezamislivo. Iako je svojom geoprometnom pozicijom manje atraktivan od Kopra, Trsta i Rijeke, grčki Pirej postaje točka proboja roba prema srednjoj Europi. Riječ je o luci koja posljednjih godina bilježi najveći rast prometa na Mediteranu, što je posljedica dolaska moćnog kineskog brodara i lučkog operatera, koji upravlja s dva velika terminala u toj luci. Prošle godine u Pireju je pretovareno rekordnih 3,16 milijuna TEU-a, što je oko tri puta veći promet od Kopra, Trsta i Rijeke zajedno. Uslijedit će još veći razvoj, jer Cosco planira investirati ukupno oko 750 milijuna dolara u modernizaciju i širenje kapaciteta. Tako bi sadašnjih 4,2 milijuna TEU-a koliko je maksimalan kapacitet u Pireju, uskoro trebao biti povećan do brojke od 6,2 milijuna TEU-a. Svaki dan – vlak Iako Kopar, Rijeka i Trst imaju planove povećanja kontejnerskog kapaciteta te su brojke relativno skromne u usporedbi s lukom Pirej. Kad je riječ o najvećoj hrvatskoj luci njezin bi kapacitet mogao biti povećan do maksimalno 1,2 milijuna TEU-a ukoliko se do kraja 2017. realizira izgradnja terminala na Zagrebačkoj obali kao što je planirano. Kontejnerski vlak između Pireja i Češke za početak će ići jednom tjedno, ali su ambicije puno veće. Ukoliko u probnom periodu vrijeme transporta, kvalitete usluge i konkurentnosti prijevoza bude na visokom nivou, Cosco planira povećati broj vlakova tako da bi tjedno išlo šest do sedam kontejnerskih vlakova, odnosno oko 700.000 tona robe godišnje. U tvrtki Željeznice Srbije naglašavaju kako je prvi kontejnerski vlak prošao kroz ovu zemlju za 14,5 sati, što je za 5 sati manje negoli je predviđeno voznim redom i 8 sati kraće od prosječnog vremena putovanja teretnih vlakova na ovoj relaciji. Upravo u tome vide priliku i argument za povećanje teretnog prometa iz Grčke, što znači da luka Pirej, kineski Cosco i srpske željeznice integriraju i otvaraju novi prometni pravac, koji će uzeti dio posla lukama sjevernog Jadrana, Rijeci, Kopru i Trstu. Da se na tržištu javljaju neke sasvim nove okolnosti potvrđuje i direktor Pomorske agencije CMA CGM, kap. Jakov Karmelić, koji naglašava kako luke sjevernog Jadrana o tome itekako trebaju razmišljati i pripremiti se. – Cosco je od Pireja stvorio regionalnu hub-luku, koja pokriva veliki dio Mediterana, Crno more i Jadran. Imaju značajan udio prekrcajnog tereta, koji se u Pireju s brodova matica prekrcava na brodove u feeder servisu, koji između ostalog dolaze i u riječku luku, Kopar i Trst. Očito je da oni rade na širenju svog gravitacijskog područja i imaju izuzetno ambiciozne planove. Nitko ranije nije mogao pretpostavljati da bi Pirej mogao biti ozbiljna konkurencija za tržište srednje Europe. No, pokazalo se da je pozicioniranje jednog jakog operatera i brodara kao što je Cosco, dovelo do takve mogućnosti o kojoj i mi moramo voditi računa. Dakle, moramo ubrzati planove razvoja i realizirati ih čim prije i kvalitetnije. Na Brajdici nemamo više limita kad je u pitanju luka. Isto se ne može reći za željeznicu, ali je isto tako činjenica da i ove kapacitete koje imamo ne koristimo dovoljno. Mi smo od ulaska u EU u srpnju prošle godine ušli u pravu tržišnu utakmicu pod istim uvjetima kao i konkurentske luke, ali je pitanje jesmo li u tom razdoblju povećali promet. Očito još uvijek nismo ponudili dovoljno atraktivne cijene, koje su mogle privući više tranzitnog prometa preko Rijeke, ističe Karmelić. Pregrupiranje brodara Terminalom na Brajdici upravlja tvrtka ICTSI, a direktor prodaje u tvrtki Adriatic gate Žarko Acinger naglašava kako je upravo u tijeku svojevrsno pregrupiranje velikih svjetskih brodara, koji će na svojim linijama između Azije i Evrope, te na transatlantskim i transpacifičkim linijama udružiti brodove i zajedno održavati linije. – Ta zbivanja imaju utjecaja i na luke, kao i na ekspanziju luke Pirej. U P3 alijansi brodara nalaze se Maersk, CMA CGM i MSSC i njihove prve brodove očekujemo u srpnju na linijama prema Rijeci i drugim lukama sjevernog Jadrana. Istovremeno je osnovana i druga alijansa velikih brodara u kojoj su upravo Cosco, te Hanjin i Yang Ming. Tu imamo jednu novu situaciju na tržištu. Poslovno je logično da Cosco, koji ima veliki kontejnerski terminal u Pireju, radi na tome da veliki dio roba usmjeri prema tom pravcu, gdje pokušavaju pronaći najbolju opciju transporta između Dalekog istoka i Europe. Naravno da svatko od nas u logističkom lancu na riječkom prometnom pravcu mora učiniti sve da Rijeka bude prepoznata, kao i da što više robe stigne u tri najvažnije luke sjevernog Jadrana. Mi jesmo i međusobno konkurencija, ali smo također svi zajedno konkurenti Pireju i prometnom pravcu, koji ide od Grčke i dalje preko Makedonije, Srbije i Mađarske do Češke. Intenzivno radimo na formiranju novih kontejnerskih vlakova i imamo interes operatera za pravac od Rijeke do Mađarske i Češke, te se nadamo i novim poslovima u skoroj budućnosti, zaključuje Acinger. Kako iz svega navedenog proizlazi luke sjevernog Jadrana dobivaju još jedan konkurentan pravac na kojeg donedavno nitko nije ozbiljno računao. Zasad je riječ o prvom kontejnerskom vlaku, ali su planovi daleko ambiciozniji. Što nosi budućnost teško je predvidjeti. Osim povećanja prometa na Brajdici za razvoj kontejnerskog prometa u riječkoj luci svakako će biti izuzetno važan odgovor na pitanje tko će postati koncesionar na Zagrebačkoj obali, terminalu čija bi gradnja ovog ljeta trebala započeti. Valja se nadati da i Rijeka može privući uglednog i utjecajnog partnera, brodara i(li) lučkog operatera kakvog je Pirej već pronašao. Prekretnica na Brajdici Za kontejnerski terminal Brajdica upravo bi ova godina trebala označiti svojevrsnu prekretnicu, jer je to prva godina u kojoj radi obnovljeni i prošireni terminal s maksimalnim kapacitetom od 600.000 TEU-a, a ujedno je to i prva godina u kojoj riječki terminal funkcionira u prometnom sustavu Europske unije. Pozitivnih pomaka ima, jer je u prvom kvartalu promet kontejnera veći za oko 15 posto, što je još uvijek relativno skromno, te bi godina mogla biti okončana s prometom na razini oko 150.000 TEU-a ukoliko se ovaj trend nastavi. Izvor: www.novilist.hr; Darko Pajić Other News by Category General Shipping & Maritime NYK Orders World's First LNG Bunkering Vessel WSS urges owners to focus on fuel quality issues Genoa Port to Dismantle Crippled Concordia U.S. oil tankers built on spec face choppy waters as export ban eases Survey reveals that half of crew lack 'reasonable' access to communications The CMA CGM DANUBE(class of 9,400 TEU), first of a series of 28 ships of the same class, enters the CMA CGM fleet Stranded Dubai ship crew and owner in 'standoff' Sea Launch Denies Plans to Shelve Launch Platform IMCA Publishes revised Guidance on the Transfer of Personnel to/from Offshore Vessels and Structures Watchkeeper: Why Shipping Will Cost More Safety & Piracy Ship Carrying Syria Weapons Arrives in Italy Troubled Waters? 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